System and method for abstracting and visualizing a route map

ABSTRACT

A system and method for making computer-generated maps includes a different scale factor for each road in a route. The scale factors are used to optimize the route map against a target function that considers factors such as the number of false intersections in the route and the number of roads falling below a minimum length threshold. A refinement technique such as simulated annealing is used to find a solution to the target function. Each road in the scaled map is rendered to provide a finished product having the appearance of a hand-drawn map. The finished product includes context roads that intersect the main route but are not part of the main route. Furthermore, the hand-drawn map is optimized to the characteristics of the viewport used to visualize the map.

This application is a divisional of U.S. patent application Ser. No.09/727,646 filed Nov. 30, 2000, entitled System And Method ForAbstracting And Visualizing A Route Map, which is a continuation-in-partof application Ser. No. 09/528,703 filed Mar. 17, 2000, now U.S. Pat.No. 6,424,933, the disclosures of which are hereby incorporated hereinby reference in their entirety.

The present invention relates generally to a system and method forgenerating a route map. More particularly, this invention relates to asystem and method for applying a unique scale factor to each road in aroute map and for optimizing the positions of labels in the route map.Further, a method for rendering the appearance of roads in the route mapis disclosed.

BACKGROUND

Route maps, when well designed, are an effective device for visualizingand communicating directions. Such maps have existed in various formsfor centuries, and the recent availability of detailed geographicdatabases via the Internet has led to the widespread use ofcomputer-generated route maps. Online mapping services typically providedirections as a set of maps complemented with text descriptions. Suchon-line computer-generated maps are unsatisfactory, however, because thealgorithms used to generate the maps disregard many of the techniquesand principles used by human map-makers.

Effective use of a route map generally requires two distinct activities:(i) following a path until reaching a critical point and (ii) changingorientation at that point to follow another path. Thus, one of the mostimportant types of information route maps can communicate are points ofreorientation, that is, point along the route where someone mustconsciously turn from one path to another. However, existingcomputer-generated route maps fail to effectively communicate points ofreorientation because they scale all the roads in the map by a constantscale factor. The scaling of all the roads in a route map by a constantscale factor is referred to herein as uniform scaling. As a result ofuniform scaling, for routes of any reasonable length, uniform scalingfrequently requires some roads to be very short. But it is oftenprecisely these very short roads that connect critical turning points.Thus, uniform scaling can result in a loss of some of the most criticalinformation found in a route map.

Another shortcoming in prior art computer-generated route maps is thatthey needlessly depict accurate length, angle, and curvature of eachroad in the route. Such accurate depictions are made at the expense ofmap readability. Psychological research indicates that most peopledistort distances, angles, and curvature when drawing route maps. Seee.g., Tversky and Lee, “How space structures language,” SpatialCognition: An interdisciplinary approach to representation andprocessing of spatial knowledge, (eds.) Freska, Habel, and Wender, 1998,157-175; Tversky and Lee, “Pictorial and Verbal Tools for ConveyingRoutes,” COSIT 99, Conference Proceedings, Stade Germany, 1999, 51-64.Other psychological studies indicate that people maintain suchdistortions in their own mental representations of a route. See e.g.,Tversky, “Distortions in Cognitive Maps,” Geoforum 23, 1992, 131-138.Thus, adherence to accurate lengths and angles in prior artcomputer-generated maps runs counter to how humans conceptualize routes.

Computer-generated route maps can be classified into four major mappingstyles: route highlight maps, TripTiks, overview/detail maps, and twodimensional nonlinear distortion maps. Route highlight maps simplyhighlight the route on a general road map of the region, as shown inFIG. 1. Since the purpose of general road maps is to provide anunderstanding of the entire road system in a region, such maps typicallyemploy constant scale factors and display extraneous detail throughoutthe map. The constant scaling, as exhibited in FIG. 1, generally causesone of two problems. Either detailed turn information is lost becausethe scale factor is too large, or the scale factor is small enough toshow the detail, but the map is very large. Since general road maps arenot optimized to show any particular route, a route highlight map willoften suffer from both a large scale factor and an inconvenient size.The clarity of the route in a route highlight map depends on the styleof the highlighting since that is the only property differentiating theroute from other roads. Usually the route is distinctively colored, butbecause general road maps provide context information over the entiremap, the map is cluttered with extraneous information that makes itdifficult to perceive the route and the individual reorientation points.

TripTiks are similar to route highlight maps, but they are specificallydesigned for communicating a particular route. As shown in FIG. 2, aTripTik map usually stretches over multiple rectangular pages, and eachpage is oriented so that the route runs roughly down the center of thepage. Each TripTik page employs constant scaling, but the scale factordiffers across pages. Changing the scale factor from page to page allowsthe TripTik to show more detailed turn information where needed.However, because the map stretches over many pages and the orientationand scale factor varies from page to page, forming a generalunderstanding of the overall route is difficult.

Overview/detail maps combine multiple maps rendered at different scalesto present a single route, as shown in FIG. 3. One of the maps (e.g.,FIG. 3A) is scaled by a large factor so that it provides an overview ofthe entire route. Since the large scale factor of this map reduces thereadability of local turn details, maps showing turn-by-turn informationare provided (e.g., FIG. 3B). A constant scale factor is used for eachmap, but the scale factor differs across the maps. While anoverview/detail map may seem like an effective combination, such mapsare unsatisfactory in practice. The overview map rarely presents morethan the overall direction and context of the route. Althoughturn-by-turn maps provide detailed information for every turn, the useof distinct maps for each turn, often with different orientation andscale, makes it difficult to understand how the maps correspond to oneanother. Therefore, the navigator has difficulty forming a cognitivemodel of the route.

To ensure clear communication of all of the reorientation points, someparts of a route's depiction may require a small scale factor whileothers require a large scale factor. Researchers have described attemptsto use two dimensional nonlinear image distortion techniques on generalroad maps to provide focus-plus-context viewing. (See. e.g., Carpendaleet al., “Three-Dimensional Pliable Surfaces: For the EffectivePresentation of Visual Information,” Proceedings of the ACM Symposium onUser Interface Software and Technology, UIST 95, 1995, 217-226; Keahey,“The Generalized Detail-In-Context Problem,” Proceedings of the IEEESymposium on Information Visualization, IEEE Visualization 1998). Thesetechniques allow users to choose regions of the map they want to focuson and then apply a nonlinear magnification, such as a sphericaldistortion, to enlarge these focus regions. Such two dimensionaldistortion allows detailed information to be displayed only whererelevant and often produces general area maps that can be convenientlydisplayed on a single page. However, a major problem with nonlineartwo-dimensional distortion is that the regions at the edges between themagnified and non-magnified portions of the map undergo extremedistortion.

In an effective route map, all essential components of the route,especially the roads, are easily identifiable. The route is clearlymarked and readily apparent even at a quick glance. The map containsonly as much information as is necessary and is easy to carry andmanipulate. To further such design goals, map content, precision, andrendering style must be carefully optimized. Map content includesimportant parameters such as a route start and end, as well as points ofreorientation. Although all maps are abstract representations of aroute, there is a range of styles that can be used to render a map, withvarying associations of accuracy and realism. An appropriate renderingstyle can greatly affect the readability and clarity of a map. Retinalproperties such as color and line thickness are used to draw attentionto important features of the map. Rendering style can also aid the userin interpreting how closely the map corresponds with the real world.Another important map design goal is the proper use of contextinformation. The amount of context information included in the mapgreatly affects the utility of the map. Useful context informationincludes labels or names for a path on the route as well as contextinformation along the route such as buildings, stop lights, or stopsigns. When drawing a route map by hand, people most commonly usecontext information to indicate points of reorientation and, lessfrequently, to communicate progress along a road.

Environmental psychology studies have demonstrated that human generatedroute maps contain distortion. There are three primary types ofdistortion: (1) inaccurate path lengths, (2) incorrect turning angles atintersections, and (3) simplified road shape. For example, Tversky andLee, COSIT 99 Conference Proceedings, 1999, 51-64, asked a group ofstudents to sketch a route map between two locations near the StanfordUniversity campus. Although they encouraged participants in their studyto represent paths and intersections accurately, most did not. Mostintersections were drawn at right angles regardless of their actualangle and seventy-one percent of the participants used simple genericcurves and straight lines to represent roads. Even when participantsintended to communicate the shape or length of the road accurately, theytypically rendered these attributes incorrectly. Such distortion in themap is in fact beneficial because it increases the flexibility availableto the map-maker in the design and layout of the map. Variably scalingthe length of each road allows the map-maker to ensure all reorientationpoints are visible, while flexibility in choosing turning angles androad curvature allows the map to be simplified. Such distortions cansimultaneously improve the readability and convenience of the route mapwith little adverse effect on its clarity and completeness.

Hand-drawn route maps often present a good combination of readability,clarity, completeness and convenience, as shown in FIG. 4. Instead ofusing a constant scale factor, hand-drawn maps only maintain therelative ordering of roads by length. While this ensures that longerroads appear longer than shorter roads in the map, each road is scaledby a different factor. Often the map designer does not know the exactlength of the roads and only knows their lengths relative to oneanother. The flexibility of relative scaling allows hand-drawn routemaps to fit within a manageable size and remain readable.

Hand-drawn route maps typically remove most contextual information thatdoes not lie directly along the route. This strategy reduces overallclutter and improves clarity. The intersection angles in hand-drawn mapsare generally incorrect, the precise shape of roads is oftenmisrepresented, and the roads are typically depicted as genericallystraight or curved. These distortions make the map simpler and onlyremove unnecessary information. Hand-drawn route maps are rendered in a“sketchy” style typical of quick pen-and-ink doodling. Many navigatorsare familiar with such hand-drawn maps and the sketchy style is a subtleindicator of imprecision in the map.

In order to improve route map clarity, many algorithms have beendeveloped for smoothing, interpolating, and simplifying roads in a routemap. In the area of map rendering the most well-known simplificationalgorithms are Douglas & Peucker, “Algorithms for the reduction of thenumber of points required to represent a digitized line or itscaricature,” The Canadian Cartographer 10(2), 1973, 112-22; Ramer, “Aniterative approach for polygonal approximation of planar closed curves,”Computer Graphics and Image Processing. 1, 1972, 244-56; Visvalingam &Whyatt, “Line generalization by repeated elimination of points,”Cartographic Journal. 30(1), 1993, 46-51; and Barkowsky, Latecki, andRichter, “Schematizing maps: Simplification of geographic shape bydiscrete curve evolution,” in Freksa, Brauer, Habel, and Wender (eds.):Spatial Cognition II, Springer-Verlag, Berlin, in press. Given apiecewise linear curve as a set of shape points, all of these methodsremove some subset of the shape points to produce a simpler curve.Examples of shape points 3302 and turning points 3306 are provided inFIG. 33A. Each of these methods uses different criteria/metrics todecide which shape points to remove and which to retain. As roads becomesimpler both the perceptual benefits and processing speed increase. Themost extreme form of simplification replaces the piecewise linear roadwith a single linear segment from the first shape point to the lastshape point. Although this extreme approach produces a goodapproximation in most cases, it can cause the map to become misleading.Prior art algorithms for simplifying roads in a route map can generatethree types of undesirable results:

(i) False Intersections. Roads that did not intersect beforesimplification falsely intersect after simplification. An example of afalse intersection 3310 is found in FIG. 33A.

(ii) Missing Intersections. Roads that did intersect beforesimplification no longer intersect after simplification. An example of amissing intersection 3312 is found in FIG. 33B.

(iii) Inconsistent Turning Angles. The turning angle between roads canchange substantially, even to the point where a left turn might appearas a right turn. An example of a wrong turn angle 3314 is found in FIG.33C.

Based on the above background it is apparent that what is needed in theart is an improved system and method for making computer-generated maps.What is further needed in the art is a system and method for makingcomputer generated maps that avoid the pitfalls found in existingmap-making algorithms, such as the use of extraneous information andconstant scaling.

SUMMARY OF THE INVENTION

The present invention provides an improved system and method for makingcomputer-generated maps. In the present invention, each road in a routeis individually scaled. The scale factor for each road is optimizedusing an objective function that considers a number of factors such asthe number of false intersections and the number of roads that areshorter than a minimum threshold length. Thus, the scaled route fits ina predetermined viewport without loss of information about importantturns. Refinement against the objective function is performed by one ofmany possible search algorithms such as greedy searches, simulatedannealing schedules, or gradient descents. Greedy search algorithms aredescribed in Cormen et al., Introduction to Algorithms, eds. Cormen,Leiserson, & Rivest, The MIT Press, Cambridge Mass., 1990, 329-355.Simulated annealing was first disclosed by Kirkpatrick et al. in thearticle “Optimization by Simulated Annealing,” Science 220 1983,671-680. Unlike prior art methods, some embodiments of the presentinvention provide simplification algorithms that ensure that problemssuch as false intersections, missing intersections, and inconsistentturning angles do not occur in the final scaled route map.

Map clutter in the scaled map is avoided by refining label positionsagainst a novel target function that minimizes the number of roads thelabels intersect, the number of labels that intersect each other, andthe distance along the route between a label and the center of a roadcorresponding to the label. In one embodiment, simulated annealing isused to find a solution to the novel target function. The final scaledroute map is rendered so that it has the appearance of a hand-drawn map.The rendered map clearly communicates every reorientation point in areadable and convenient form.

One embodiment of the present invention provides a method for rotatingthe route map to best fit the display aspect ratio. In this method, acollection of reference points in the route map are defined. Eachreference point in the collection corresponds to a position of anintersection in the route map. The collection of reference points form adistribution in two dimensional space. Therefore, they can be fittedwith a probability distribution function that defines the mean positionof the collection of reference points in the two dimensional space aswell as the farthest position in which a member of the collection ofreference points extends in a first direction away from the meanposition (i.e. a first extent) as well as the farthest position to whicha member of the collection of reference points extends in a directionthat is orthogonal to the vector between the mean position and theposition of the first extent (i.e. a second extent). The mean, firstextent, and second extent provide a description of the outer boundary ofthe reference points and a bounding box that denotes this outer boundaryis computed. The bounding box is centered on the mean position and thesides of the bounding box are determined by the positions of the firstextent and the second extent. The orientation of the bounding box isdetermined by the vector between the mean position and the position ofthe first extent. Based on this orientation, the route map is rotated byan amount that is sufficient to reorient the bounding box to apredetermined orientation, thus forming a rotated route map. A portionof the rotated route map is then presented, thereby optimizing thedisplay of the route map.

Another embodiment of the present invention provides a method forplacing an annotation or label in a route map. In the method, the routemap is partitioned into an initial grid. The grid is composed of gridcells. Candidate grid cells, into which the annotation or label can beplaced, are identified. Each of the candidate grid cells are free ofobjects associated with the route map. When the annotation or label willnot fit in a single candidate grid cell, a search for grid cells havingsufficient adjacent object free grid cells is conducted. This search issubject to the requirement that the candidate grid cell, and one or moreof the adjacent object free grid cells, must be able to accommodate theannotation or label. When no candidate grid cells are found during theidentifying or searching stages, a grid subdivision scheme is performed.The grid subdivision scheme subdivides a portion of the grid cells inthe initial grid to form a new grid. Then, the identifying and searchingsteps are repeated using the new grid. When multiple candidate gridcells are found, each candidate grid cell is ranked based on a densityof objects in grid cells that border each candidate grid cell. Thecandidate grid cell that borders grid cells having the lowest density ofobjects is selected as the candidate grid cell and all other candidategrid cells are discarded. The annotation or label is positioned in thecandidate grid cell, thereby placing the annotation or label in theroute map.

In another embodiment of the present invention, a plurality of labelsare positioned in a route map. For each label in the plurality oflabels, the following steps are performed:

(i) A plurality of constraint definitions are associated with the label.Each constraint definition in the plurality of constraint definitionsuniquely defines a bounding box, label orientation, and layout style.

(ii) An initial constraint definition is selected from the plurality ofconstraint definitions.

(iii) A center of the label is positioned at a location within thebounding box defined by the initial constraint definition in accordancewith the label orientation and layout style defined by the initialconstraint definition.

The method further comprises choosing a label in the plurality of labelsand determining a first score (S₁) using a target function. The targetfunction is determined by a position of the chosen label in the routemap. Then, a constraint definition is selected from the plurality ofconstraint definitions associated with the selected label. The selectedconstraint definition is then applied. Application of the constraintdefinition includes the step of repositioning the center of the labelinside the bounding box defined by the constraint definition, inaccordance with the label orientation and layout style defined by theconstraint definition. A second score (S₂) is calculated using a targetfunction that considers the repositioned label position. The newposition for the label is accepted in accordance with a function that isdetermined by a comparison of S₁ and S₂. The choosing, determining,applying, calculating, and accepting steps are repeated until a firstoccurrence of an exit condition. Exemplary exit conditions includeachievement of a suitably low score or the occurrence of a predeterminednumber of repetitions of the choosing, determining, applying,calculating, and accepting steps.

Still another embodiment of the present invention provides a method ofpreparing a route map that describes a path between a start and an end.In this method, the path from the start to the end is obtained. The pathcomprises an initial set of elements. Each element includes sufficientinformation to determine a direction. Further, each element intersectsat least one other element in the initial set of elements. A firstelement in the initial set of elements includes a start and a secondelement in the set includes the end. A different scale factor isindependently applied to each of at least two elements in the initialset of elements. Application of the different scale factor to each ofthe at least two elements produces a scaled set of elements. A totalheight and a total width of a rendering of each element in the scaledset of elements is estimated. Then, an image component is selected basedon a function of the total height and the total width. Finally, an imageof the scaled route map is formed by rendering each element in thescaled set of elements.

Another embodiment of the present invention includes a method of addinga cross street, and a cross street label associated with the crossstreet, to a route map that includes a main path. In the method, anintersection point at which the cross street intersects the main path isdetermined. The cross street is placed in the route map with theconstraint that the cross street intersects the main path at a firsttest position that is randomly chosen from a segment of the main paththat includes the intersection point. The cross street label ispositioned at a second test position within a predetermined area. Thepredetermined area includes the intersection point. A length of thecross street is adjusted so that the cross street passes under the crossstreet label and intersects the main path. The first or second testposition is perturbed by an random amount and a score of a function,i.e. scoring function, is obtained. The size of the random amount usedto perturb the first or second test position is typically a smallincrement that is designed to see if a “tweak” in the first or secondtest position leads to an improved score. However, on occasion, the sizeof the random amount used to perturb the first or second test positionis considerably larger, in order to prevent the scoring function frombecoming trapped in a local minima. The scoring function is determinedby a location of the cross street and the cross street label in theroute map. The perturbing and obtaining steps are repeated until thescore reaches a threshold value or the perturbing and obtaining stepshave been executed a predetermined number of times. The cross street andthe cross street label are added to the route map when the score reachesthe threshold value. Furthermore, the cross street and the cross streetlabel are not added to the route map when the perturbing, obtaining anddetermining steps have been executed the predetermined number of timesbefore the score has reached the threshold value.

In still another embodiment of the present invention, a method ofpreparing a route map that describes a path between a start and an endis provided. In this method, the path from the start to the end isobtained. The path comprises an initial set of elements. Each elementincludes sufficient information to determine a direction and eachelement intersects at least one other element in the initial set ofelements. A first element in the initial set of elements includes thestart and a second element in the initial set of elements includes theend. A different scale factor is independently applied to each of atleast two elements in the initial set of elements. Application of thedifferent scale factor to each of the at least two elements produces ascaled set of elements. A rendering of each element in the scaled set ofelements is created to form an intermediate map. A set of N breakpointsis identified in the intermediate map. Each breakpoint in the set of Nbreakpoints occurs in an element in the scaled set of elements, and aminimum value for N is determined by the expression:N>=S/M

-   -   where,        -   S is a number of elements in the scaled set of elements; and        -   M is a predetermined maximum number of elements.            The intermediate map is then split into a set of N segment            maps, each segment map including a different breakpoint. The            set of N segment maps thereby comprises the route map.

Another embodiment of the present invention provides a method ofsimplifying a road in a route map. In the method, the road isapproximated as a piecewise linear curve that includes a plurality ofshape points. Each shape point in the plurality of shape points isconnected by a linear segment to a respective shape point in theplurality of shape points. At least one point at which the roadintersects another road in the route map is added to the plurality ofshape points as an intersection point. Each shape point in the pluralityof shape points that is (i) not a first shape point, (ii) a last shapepoint, or (iii) an intersection point, is marked. A check is made forfalse intersections between the road and another road in the route mapand, when a false intersection is found, a first marked shape point anda last marked shape point in the plurality of shape points are unmarked.The checking step is repeated until no false intersection is found orthere is no marked shape point in the plurality of shape points. When ashape point is marked, the piecewise linear curve is modified byreplacing the marked shape point and each said linear segment connectedto the marked shape point with a new linear segment that originates at ashape point or intersection point immediately proceeding the markedshape point and ends with a shape point or intersection pointimmediately succeeding the marked shape point. When a shape point isunmarked, the piecewise linear curve is modified by replacing the newlinear segment associated with the shape point with (i) a first linearsegment that is bounded by the shape point or intersection pointimmediately proceeding the marked shape point and the shape point and(ii) a second linear segment that is bounded by the shape point orintersection point succeeding the marked shape point and the shapepoint. In this way, the piecewise linear curve represents a smoothedroad that corresponds to the road in said route map.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a prior art route highlight map.

FIG. 2 is a prior art TripTik map.

FIG. 3 is a prior art Overview/Detail map.

FIG. 4 is a prior art hand-drawn map.

FIG. 5 is a map that is generated in accordance with one embodiment ofthe present invention.

FIG. 6 illustrates a system for generating a route map in accordancewith one embodiment of the present invention.

FIG. 7 illustrates the processing steps used to optimize the length ofindividual roads in a route map using a greedy algorithm, in accordancewith one embodiment of the present invention.

FIG. 8 illustrates the processing steps used to optimize the length ofindividual roads in a route map using a simulated annealing schedule, inaccordance with one embodiment of the present invention.

FIG. 9 illustrates the processing steps used to optimize label positionsin a route map using a simulated annealing schedule, in accordance withone embodiment of the present invention.

FIG. 10 illustrates a map before and after road extensions are made sothat labels are optimally associated with corresponding roads.

FIGS. 11A, 11B, and 11C illustrate the conceptual steps used to identifythe longest axis of a route and to rotate this axis in a predetermineddirection, in accordance with one embodiment of the present invention.

FIG. 12 illustrates a generalized problem of placing annotations on aroute map.

FIG. 13 illustrates the processing steps associated with one solution tothe generalized problem of placing annotations in a route map inaccordance with one embodiment of the present invention.

FIG. 14 illustrates the spatial subdivision of a route map in order toidentify regions of the route map that are suitable for the placement ofannotations as well as labels.

FIG. 15 illustrates a generalized problem, which arises in a spatialsubdivision approach to placing a label or annotation in a constrainedarea, in which no empty grid cell can be found.

FIG. 16 illustrates how nonuniform subdivision is used to solve theproblem of using spatial subdivision to place a label or annotation in aconstrained area.

FIGS. 17A and 17B illustrate the use of bounding boxes and FIGS. 18A and18C illustrate the use of orientation vectors that are present in someconstraint definitions in accordance with one embodiment of the presentinvention.

FIGS. 18A, 18B, 18C, 18D, 18E, and 18F illustrate various layout stylesthat are present in some constraint definitions in accordance with oneembodiment of the present invention.

FIG. 19 illustrates the processing steps used to optimize labelpositions in a route map using a simulated annealing schedule thatincludes usage of constraint definitions, in accordance with oneembodiment of the present invention.

FIG. 20 provides an overview of an embodiment of layout module 688 thatmakes use of expanded constraint definitions, in accordance with oneembodiment of the present invention.

FIG. 21 illustrates exemplary image components and text boxes used tocompose forms, in accordance with one embodiment of the presentinvention.

FIGS. 22A, 22B, and 22C illustrate various output forms in accordancewith one embodiment of the present invention

FIG. 23 illustrates a scaled route map with cross streets in accordancewith one embodiment of the present invention.

FIG. 24 illustrates the general problem of determining an amount ofvisual clutter in a pixel based image of a route map.

FIG. 25 illustrates a route map with several point features, such asexit numbers, restaurant locations, and city names included inaccordance with one embodiment of the present invention.

FIG. 26 illustrates a cluttered route map that would be difficult to usewhile driving.

FIG. 27 illustrates the route map of FIG. 26 split into two segment mapswhich, taken together, comprise the route map of FIG. 26.

FIGS. 28A, 28B, 28C and 28D illustrate various intermediate and segmentmaps in accordance with one embodiment of the present invention.

FIG. 29 illustrates a scaled route map with a corresponding inset inaccordance with one embodiment of the present invention.

FIG. 30 illustrates how the use of an inset can be used to avoid thecircularization of a predominantly North-South or East-West route map inaccordance with one embodiment of the present invention.

FIG. 31 illustrates how the use of an inset can be used to associatelegible labels to roads that do not have legible labels in acorresponding main route map, in accordance with one embodiment of thepresent invention.

FIG. 32A illustrates a route map before curve (road or element)simplification and FIG. 32B illustrates the route map of FIG. 32A aftercurve simplification, in accordance with one embodiment of the presentinvention.

FIGS. 33 illustrates how road simplification can introduce falseintersections (33A), missing intersections (33B), and inconsistentturning angles (33C).

FIG. 34 illustrates how a road is treated as a set of shape points (s)into which intersection points are introduced, in accordance with oneembodiment of the present invention.

FIG. 35 illustrates the intersection of roads r₁ and r₂ at a point 3502.

FIG. 36A and 36B respectively illustrate two different methods foridentifying shape points to remove or retain from roads in a road mapthat are not part of a ramp, in accordance with one embodiment of thepresent invention.

FIG. 37 illustrates aspects of shape points in a ramp that are measuredin order to evaluate a relevance of a particular shape point in a rampin a route map during a simplification process, in accordance with oneembodiment of the present invention.

FIG. 38 illustrates shape points in a ramp in a route map, in accordancewith one embodiment of the present invention.

FIG. 39 illustrates how a check for turn angle consistency is made whenconsidering to drop a ramp from a route map, in accordance with oneembodiment of the present invention.

FIGS. 40A and 40C illustrate portions of an unscaled route map whereasFIGS. 40B and 40D show corresponding scaled route maps that respectivelyillustrate how scaling can lead to false intersections and missingintersections.

FIGS. 41A illustrates how a missing intersection is scored and FIG. 41Billustrates how a misplaced intersection is scored in accordance withone embodiment of the present invention.

FIGS. 42A, 42B, and 42C illustrate several false intersection scenarios,showing for each false intersection point which direction the closestendpoint must travel to remove the knot formed by that falseintersection point.

FIG. 43 illustrates a knot that is produced by a false intersection uponscaling a route map.

FIGS. 44A and 44B illustrate methods for resolving false intersections,in accordance with various embodiments of the present invention.

FIGS. 45A and 45B illustrate two types of missing intersections thatarise during route map scaling.

FIGS. 46A and 46B illustrate methods for resolving missingintersections, in accordance with various embodiments of the presentinvention.

FIGS. 47A and 47B illustrate the utility of using extendedintersections, in accordance with one embodiment of the presentinvention.

FIG. 48 illustrates how an extended intersection may work against theresolution of a false intersection during route map refinement.

FIG. 49 illustrates a way to determine which extended intersections toadd to a refinement score, in accordance with one embodiment of thepresent invention.

Like reference numerals refer to corresponding parts throughout theseveral views of the drawings.

DETAILED DESCRIPTION OF THE INVENTION

The present invention provides a system and method for generating mapsthat have the benefits and characteristics of a hand-drawn map.Automatically generating route maps in this style is complex. Distortingaspects of the map can accentuate reorientation points, but it can alsohave detrimental effects such as introducing false intersections.Creating an effective route map generally requires searching a largespace of possible map layouts for an optimal layout. An efficientmultistage algorithm that couples a road layout refinement module with alabel and annotation placement module is disclosed. The resulting map isrendered using subtle perceptual cues, such as a wavy hand-drawn stylefor drawing the paths, to communicate the distortion of scale and shape.

The design goals of the present invention are:

(i) Roads should be variably scaled so that all roads and reorientationpoints are clearly visible and easily labeled.

(ii) If road A is longer than road B, then road A should be noticeablylonger than road B in the map.

(iii) The representation of a road only needs to convey generalcurvature and the significant changes in orientation.

(iv) The precise angle of intersection of two roads is not important;instead it is sufficient to communicate clearly the action to be taken(turn left; turn right) and a generalized orientation.

(v) The start and end of the route should be clearly marked.

(vi) A “sketchy” style should be used to render a road in order torepresent an imprecision of scale and orientation.

(vii) The resulting map should fit in the desired viewport, such as asingle sheet of paper, a computer display screen and/or a window in agraphical user interface.

Generating a computer-based map in accordance with the above identifieddesign goals is more difficult than generating a map in conventionalcomputer-based styles. Variable road scaling provides some flexibilityin choosing the length of each road to produce a clear and readable map.However, the relative ordering of roads by length must remain fixed andfalse intersections should not be introduced into the map. The space ofall possible route-map layouts is extremely large, and therefore it isnot feasible to blindly search for a layout that satisfies the designgoals of the present invention. Rather, a multi-phase heuristicgenerate-and-test approach is used to obtain a map that satisfies thedesign principles of the present invention. FIG. 5 illustrates a mapgenerated using the methods of the present invention.

General Architecture

Attention now turns to FIG. 6, which is a system in accordance with oneembodiment of the present invention. FIG. 6 illustrates a network 620that is operated in accordance with the present invention. Network 620includes at least one user computer 622 and at least one server computer624. User computer 622 and server computer 624 are connected bytransmission channel 626, which may be any wired or wirelesstransmission channel.

User computer 622 is any device that includes a Central Processing Unit(CPU) 630 connected to a random access memory 650, a network connection634, and one or more user input/output (“i/o”) devices 638 includingoutput means 640. In some embodiments, system memory 650 includesread-only memory (ROM). Output means 640 is any device capable ofcommunicating with a human and includes, for example, a monitor, voiceuser interfaces, and/or integrated graphic means such as mini-displayspresent in web-phones. Typically, user computer 622 includes a mainnon-volatile storage unit 636, preferably a hard disk drive, for storingsoftware and data. Further, user computer 622 includes one or moreinternal buses 632 for interconnecting the aforementioned elements. In atypical embodiment, memory 650 includes an operating system 652 and anInternet browser 654.

In some embodiments of the present invention, user computer 622 is ahand held device such as a Palm Pilot. Accordingly, in such embodiments,it is possible that user computer 622 does not have disk 636 and browser654 is integrated seamlessly into operating system 652.

Server computer 624 includes standard server components, including anetwork connection device 660, a CPU 662, a main non-volatile storageunit 664, and a random access memory 668. Further, server computer 624includes one or more internal buses 666 for interconnecting theaforementioned elements. Memory 668 stores a set of computer programs,modules and data to implement the processing associated with theinvention. In particular, a preferred embodiment of memory 668 includesan operating system 680 and a HTTP server 682. Memory 668 furtherincludes direction parser 684, road layout module 686, label layoutmodule 688, annotation module 690, and map renderer module 692. In someembodiments of the present invention, memory 668 also includes adirection database 694 and/or context database 696. As will be discussedin further detail below, server computer 624 further includes a shapesimplification module 697 for smoothing roads in a route map, a mapverticalization module 698 for optimizing the dimensions of a scaledroute map to the dimensions of the viewport used to display the scaledroute map, and a map division module 699 for breaking a complex scaledroute map into a plurality of segment maps.

Direction parser 684 reads directions from a source, such as a file, adatabase external to server 624, or a database resident in server 624.Direction parser 684 translates the directions into a graph. Nodes inthe graph represent intersections, and edges represent the roadsconnecting the intersections. In one embodiment, system 620 does notcontain a database of roads. Rather, all the information about the mapis obtained from text directions stored offsite. In another embodiment,server 624 contains direction database 694, which is used to identify asuitable route between an origin and a destination.

After directions have been parsed by direction parser 684, roads in theroute map are scaled with road layout module 686. In one embodiment,road layout module 686 applies a constant scale factor to the entire mapso that the map fits in a viewport having predetermined dimensions. As aresult of this uniform scaling, the map often contains many roads thatare too small to see or label. To remedy this, each road in the map,beginning with the smaller roads, is scaled by road layout module 686until roads in the map are clearly visible. Since the length of roads isonly increased in this step, the map ends up being larger than the sizeof the viewport. Thus, in subsequent steps, certain aspects of the mapare reduced to yield a map that fits the dimensions of the desiredviewport.

In one embodiment of the present invention, the size of the map isreduced by repeatedly initiating a tracing procedure. In thisembodiment, road layout module 686 executes the tracing procedure untilthe entire route is traced without identifying a road that exceeds thedimensions of the viewport. In the tracing procedure, each successiveroad in the route is examined, beginning at the route origin, until aroad extending outside the viewport, i.e. an offending road, isidentified. When an offending road is identified, each road that hadbeen traced is examined to see if it is capable of being shortened. Aroad candidate is capable of being shortened if it is (i) longer than aspecified minimum length, (ii) the relative ordering of the roads bylength remains fixed even after the candidate has been shortened, and(iii) false intersections are avoided. In one aspect of this embodiment,road layout module 686 shortens road candidates using a greedy approachso that the candidate is shortened as much as possible, in order fromlongest to shortest, until the offending road is pulled back inside theviewport.

Label layout module 688 is used to place labels on the scaled mapproduced by road layout module 686. To date, proper labeling ofindividual roads has been an intractable problem. Label layout module688 solves this problem by refining a novel target function using asimulated annealing schedule. Simulated annealing has been used torefine label positions in prior art methods. Edmondson et al.,Cartographica 33, 1997, 12-23. However, unlike Edmondson, which uses alimited set of discrete label positions, the present invention considersa continuous range of positions for label placement, and labelplacements are not limited to positions that are directly above or belowthe road. Furthermore, the present invention uses a more comprehensivetarget function that considers the number of roads each labelintersects, the number of labels each label intersects, the distance thelabel is from the center of the road associated with the label, andwhether the label is above or below the associated road. Finally, thepresent invention is advantageous because roads are extended when thelabel corresponding to the road is lengthy

Annotation module 690 adds decorations, such as road extensions, to theroute map of the present invention. Further, module 690 adds an icon forroute start and end points. Road extensions accentuate reorientationpoints, and allow for a larger range of label positions to beconsidered. In this phase, all roads are extended by a small fixedamount. Then only those roads that need to be extended for the chosenlabeling pattern are further lengthened. FIG. 10 illustrates theadvantages of applying road extensions. In FIG. 10, 1002 represents aroad map prior to road extension whereas 1004 represents the same roadmap after road extension. Labels now fit the corresponding roads and themap is easier to read. Geographic and/or commercial context informationare added to the route map by annotation module 690 to help guide theuser through the desired route. In one embodiment, such contextinformation is obtained from context database 696.

Map renderer module 692 renders the scaled route map. In this phase, a“sketchy” pen-and-ink style is applied to each road in the route map.That is, instead of drawing roads as straight lines, variation isintroduced in the bend and width of each road to generate a hand-drawnlook. In an approach similar to that of Markosian et al., SIGGRAPH 97Conference Proceedings, 1997, 415-420, each road is broken into smallsegments and the position of each point is slightly shifted both normaland tangent to the segment direction. These points are then joined witha non-uniform rational b-spline (NURB) to create the final stroke. ANURB is a curve that interpolates data. Thus, given a set of points, acurve is generated passing through all the points. The thickness of theroads is then adjusted to emphasize the route and de-emphasize roadextensions generated by annotation module 690.

Now that an overview of one embodiment of the invention has beendisclosed, a number of advantages of the present inventions areapparent. First, the present invention discloses a method forautomatically generating a route map that has the clarity of ahand-drawn map. Such a map is produced by using a novel scaling functionin which each road is scaled individually using the design criteria ofthe present invention. Further, a novel method for positioning labels onthe map is disclosed. The refined label positions help provide a routemap having improved clarity.

Map Scaling

Attention now turns to detailed embodiments of road layout module 686.The present invention contemplates several different implementations ofroad layout module 686. The different road layout module embodimentscontemplated by the present invention include but are not limited touniform scaling, fixed non-uniform scaling, as well as refinement ofindividual scale factors using a greedy search or simulated annealingschedule.

In uniform scaling embodiments, a single scale factor that allows thegraph created by direction parser 684 to fit in a desired viewport iscomputed. For viewports that are defined as an x by y pixel array, asingle scale factor, pixelsPerMile, is computed by an assignment suchas:pixelsPerMile=ComputePixelsPerMile( );

in which the function ComputePixelsPerMile( ) determines the maximumnumber of pixels a mile of the route may have without causing theoverall route to exceed the desired pixel-based viewport. One of skillin the art will appreciate that a single scale factor for viewports thatare based on metrics other than pixels can be computed using functionsanalogous to ComputePixelsPerMile( ). Once a uniform scale factor hasbeen identified by a function such as ComputePixelsPerMile( ), theuniform scale factor is applied to the length of each road, andintersection points between consecutive pairs of roads are updated toreflect the change in length of the roads. For pixel-based viewports,the application of the uniform scale factor to each road reduces to aconversion of miles to pixels. Thus, in such embodiments, theapplication of the constant scale factor to each road takes the form(101) for each Road r { (102)    r.lengthPxls =r.lengthMiles*pixelsPerMile; (103) } (104) SetRoadIntersectionPts( );

In fixed non-uniform scaling embodiments, road layout module 686includes a rescaleByBucket( ) function that breaks the range of roadlengths (0, infinity) found in the route into N consecutive buckets [0,x_(.1)), [x₁, x₂), . . . [x_(N-1), x_(N)), [x_(N), infinity). Thefunction then scales the roads differently depending on which bucketthey fall in. Small roads, those in the earlier buckets, are scaled tobe longer, while longer roads are scaled to be shorter. In oneembodiment, roads falling in the final bucket are capped at some maximumlength. In another embodiment, roads falling in the first bucket are notallowed to fall below a minimum length. In yet another embodiment, thescale factor that is chosen for each bucket is subject to the constraintthat the relative ordering of the roads by length remains fixed. Inembodiments in which the route is to be scaled to a pixel-basedviewport, each road is scaled by the uniform scale factor computed bythe ComputePixelsPerMile( ) function described in the uniform scalingembodiment. Thus, one implementation in accordance with the non-uniformscaling embodiment, has the steps: (201) LayoutRoads( ) (202) { (203)for each Road r { (204) r.lengthMiles = rescaleByBucket(r.lengthMiles-); (205) r.lengthPxls = r.lengthMiles*pixelsPerMile; (206)    } (207)   SetRoadIntersectionPts( ); (208)  }

Attention now turns to FIG. 7 which illustrates an embodiment of thepresent invention in which road layout module 686 refines the length ofroads in the map using a greedy search algorithm. In processing step702, road layout module 686 first computes a pixel to mile conversionfactor and applies this factor to each road in the map so that the mapfits into the desired viewport. Then, in processing step 704, the roadsare sorted by length. The relative order of the roads, in terms oflength, in the map as determined in processing step 704 is maintainedthroughout the remainder of the processing steps illustrated in FIG. 7.In some embodiments deviations in this relative ordering is allowed uponpayment of a penalty. In processing step 706, all small roads are grownuntil each road is longer than a set minimum length. Because processingstep 706 only lengthens roads, the route map is not likely to fit in thedesired viewport after processing step 706 has been executed

To reduce the map so that it fits into the desired viewport, a searchfor roads that can be shortened is performed. In processing step 708,the route is traversed from the route origin. Each route in the road isexamined (710-714) until a road that extends outside the viewport(offending road) is identified. When such a road is identified(710—Yes), a list of candidate roads in the portion of the route thathad been traversed prior to identifying the offending road is collected(720). To qualify as a candidate road, a traversed road must be capableof being shortened without changing the relative ordering of the roadsby length and without falling below a minimum road length. Further, acandidate road must be capable of being shortened without creating anyfalse intersections between roads. Finally, the candidate road should beoriented within .+−.90 degrees of the offending road. Once a roadcandidate set has been generated, it is ordered by length, from longestto shortest (722).

Once the candidate roads have been ordered, a shortening process isinitiated. The shortening process takes advantage of the computationalefficiency of a greedy algorithm to shorten the roads (724). Theshortening process cycles through each candidate road in the ordered setof candidate roads and shortens the candidate as much as possible (726)before advancing to the next candidate in the ordered set (732). Afterthe greedy algorithm is applied to a candidate road, a check is made tosee if the offending road has been pulled back inside the viewport(728). If the offending road has been pulled back into the viewport(728—No), the shortening process ends and control returns to processingstep 708.

When the greedy algorithm has been applied to each candidate road in theordered set without successfully pulling the offending road into theviewport (730—Yes), the shortening process repeats the process ofapplying the greedy algorithm to each road in the candidate list (724)until the offending road is pulled back into the viewport (728—No). Theprocess in FIG. 7 continues until the complete route can be traversedwithout identifying a road that exceeds the dimensions of the viewport(714—Yes, 780). If such a traversal fails, the shortening process ofsteps 720-732 is executed and a new attempt to traverse the route isinitiated 708.

At times, an identified road that matches the candidate requirementsindicated above will not be added to the road candidate set becausethere is some other road in the route that is the same length. Roadsthat have the same length as the identified road are termed blockingroads. If there is a blocking road, the identified road cannot be addedto the road candidate set because, if it were shortened, the relativeordering of roads by length, as identified in processing step 704, wouldbe destroyed. The occurrence of blocking roads is of interest because,in some circumstances, they prevent the processing steps of 724-732 frompulling the offending road into the viewport (728—No). In someembodiments, when a certain number of iterations of processing steps 724through 732 fail to effect a solution (728—No) one or more of theblocking roads are shortened using the greedy algorithm discussedpreviously. Then, if the offending road still exceeds the dimensions ofthe viewport, a new road candidate set is generated (720) and processingsteps 724 through 732 are executed until the offending road no longerexceeds the dimensions of the viewport (728—No).

FIG. 8 illustrates another embodiment of road layout module 686 in whichthe length of roads in the map are refined with a simulated annealingschedule. In processing step 802, a single scale factor is applied toeach road in the route map. In one embodiment, which is in accordancewith this aspect of the invention, the scale factor is used to size themap produced by direction parser 684 so that it fits within thedimensions of the desired viewport. In another embodiment, the map issized so that each road in the map is longer than a selected minimumlength so that each road in the map is legible in the desired viewport.

In the second phase of processing step 802, an initial parameter t ischosen. The use of a parameter t to obtain better heuristic solutions toa combinatorial optimization problem has it roots in the work ofKirkpatrick et al., Science 220, 4598, (1983). Kirkpatrick et al. notedthe methods used to find the low-energy state of a material, in which asingle crystal of the material is first melted by raising thetemperature of the material. Then, the temperature of the material isslowly lowered in the vicinity of the freezing point of the material. Inthis way, the true low-energy state of the material, rather than somehigh energy-state such as a glass, is determined. Kirkpatrick et al.noted that the methods for finding the low-energy state of a materialcan be applied to other combinatorial optimization problems if a properanalogy to temperature as well as an appropriate probablistic function,which is driven by the this analogy to temperature, can be developed.The art has termed the analogy to temperature an effective temperature.Therefore, parameter t will henceforth be termed an effectivetemperature. It will be appreciated that any effective temperature t maybe chosen in processing step 802. One of skill in the art will furtherappreciate that the refinement of an objective function using simulatedannealing is most effective when high effective temperatures are chosen.There is no requirement that the effective temperature adhere to anyphysical dimension such as degrees Celcius, etc. Indeed, the dimensionsof the effective temperature t used in the simulated annealing scheduleadopts the same units as the objective function that is the subject ofthe optimization.

In one embodiment, a starting effective temperature that is readilyreduced by ten percent on a periodic basis is chosen, such as1.0/log(3)*3. In another embodiment, the starting value of t is based ona function of one or more of the characteristics of the route to bescaled, such as the number of roads in the route, the number ofintersections in the route, and/or the length of the route. In anotherembodiment, the starting value of t is selected based on the amount ofresources available to compute the simulated annealing schedule. Forexample, the starting value of t is reduced below a pre-specifieddefault value when the annealing schedule is to be run on a server thatis currently refining several other routes or on a relatively slowerclient. In still another embodiment, the starting value of t is relatedto the form of the probability function used in processing step 814. Ithas been found, in fact, that the effective temperature does not have tobe very large to produce a substantial probability of keeping a worsescore. Therefore, in some embodiments, starting effective temperature tis not large.

Once a single scale factor has been applied to each road in the routemap and an initial starting effective temperature has been assigned, aniterative process begins. A counter is initialized in processing step804 and, in processing step 806, the quality of the map (E₁) is assessedusing an objective function. It will be appreciated that the utility ofthe map produced by the simulated annealing schedule is dependent uponthe development of an objective function that accurately balances thevarious features of the map that need to be optimized. In oneembodiment, the objective function is dependent upon the number of falseintersections each road in the route makes, the number of roads in theroute that no longer have the same relative length that they had beforethe simulated annealing schedule was initiated, and the number of roadsthat fall below a minimum length. An objective function in accordancewith this embodiment is:E=[ _(i=1)Σ^(N) w ₁*false_intersection_(i) ]+[w ₂ *Num _(—) w/o _(—) rel_(len]+[) w ₃ *num_short_roads]where,

-   -   W₁, w₂ and W₃ are independently selected weights;    -   false_intersection, is the number of false intersections road i        makes;    -   N is the number of roads in the route;    -   num_w/o_rel_len is the number of roads that no longer have the        same relative length that they had before simulated annealing        schedule was initiated; and    -   num_short_roads is the number of roads that are shorter than a        minimum length threshold.

After the quality (E₁) of the map has been measured using the objectivefunction, a scale factor is randomly generated and applied to a randomlyselected road (808). In one embodiment, the scale factor is randomlychosen from a permissible range, such as zero to two. Thus, in such anembodiment, a random number generator is used to identify a number inthe range zero to two, such as “0.6893.” The random number is thenapplied to a randomly selected road in the route as a scale constant.For example, if the number is “0.6893” and the randomly selected road isthe j^(th) road in the route map, the j^(th) road is shortened by 31.07percent. In another embodiment, the permissible range for the randomnumber is −0.1 to 0.1 and therefore, in such embodiments, application ofthe randomly chosen scale constant is capable of altering the length ofthe j^(th) road by no more than ten percent.

After the length of the j^(th) road has been adjusted by the scalefactor, the quality of the map (E₂) is calculated using the sameobjective function used in processing step 806 (810). When the qualityof the map has improved (E₂<E₁) (812—Yes), then the change made to thelength of the j^(th) road is accepted (830). When the quality of the maphas not improved (E₂>E₁) (812—No) the change made to the length of thej^(th) road is accepted with the probability:1-exp^(−[(ΔE)/k*t)])  (1)

From the form of equation (1), it will be appreciated that theprobability that the change is accepted, when (E₂>E₁), is lower at lowereffective temperatures t. Equation (1) is implemented as processingsteps 814 through 818 in FIG. 8. In processing step 814,exp^(−[(ΔE)/k*t)]) is computed. In processing step 816, a number P_(ran)in the interval 0 to 1 is generated. If P_(ran) is less thanexp^(−[(ΔE)/k*t)]) (818—Yes), the change made to the j^(th) road inprocessing step 808 is accepted (830). If P_(ran) is more thanexp^(−[(ΔE)/k*t)]) (818—No), the change made to the j^(th) road inprocessing step 808 is rejected (840). It will be appreciated thatprobability functions other than that disclosed in equation (1) arewithin the scope of the present invention.

Acceptance of conditions (E₂>E₁) on a limited probabilistic basis isadvantageous because it provides the refinement system with thecapability of escaping local minima traps that do not represent a globalsolution to the objective function. One of skill in the art willappreciate, therefore, that probability functions other than that ofequation (1) will advance the goals of the present invention.Representative probability functions include, for example, functionsthat are linearly or logarithmically dependent upon effectivetemperature, rather than exponentially dependent on effectivetemperature as described in equation (1).

Processing steps 806 through 840 represent one iteration in therefinement process. In processing step 842 an iteration count isadvanced. When the iteration count does not exceed the maximum iterationcount, the process continues at step 806 (844—No). When the iterationcount equals a maximum iteration flag (844—Yes), effective temperature tis reduced (846). One of skill in the art will appreciate that there aremany different types of schedules that are used to reduce effectivetemperature t in various embodiments of processing step 846. All suchschedules are within the scope of the present invention. In oneembodiment, effective temperature t is reduced by ten percent. Inanother embodiment, effective temperature t is reduced by a constantvalue. For example, the starting effective temperature set in processingstep 802 could be 20,000 and this effective temperature could be reducedby 300 each time processing step 846 is executed. In another embodimentthe percentage decrease in effective temperature in processing step 846is calculated as a function of the number of roads to be scaled.

When the effective temperature has been reduced by an amount inprocessing step 846, a check is performed to determine whether thesimulated annealing schedule should be terminated (848). In theembodiment illustrated in FIG. 8, the process is terminated (848—Yes,850) when effective temperature t has fallen below a low effectivetemperature threshold or E₂ falls below a predetermined low qualitythreshold. The low effective temperature threshold is any suitablychosen effective temperature that allows for a sufficient number ofiterations of the refinement cycle at relatively low effectivetemperatures. When it is determined that the annealing schedule shouldnot end (848—No), the process continues at step 804 with thereinitialization of iteration count i.

In another embodiment of the present invention, a distinctly differentexit condition than the one illustrated in FIG. 8 is used. In thisalternative embodiment, a separate counter is maintained. This counter,which could be termed a stage counter, is incremented each time t isreduced in step 846. When the stage counter has exceeded a predeterminedvalue, such as fifty, the simulating annealing process ends (850). Inyet another embodiment, a counter tracks a consecutive number of timesthe arbitrary scale factor is rejected (840). When a set number ofarbitrary changes in a row have been rejected, the route map isconsidered optimized and the process ends (850).

Map Annotation

In one embodiment, annotation module 690 is used to deterministicallyplace context information on the map after the map has been scaled byroad layout module 686. In one aspect of this embodiment, the contextinformation represents points of geographical interest and helps toguide the user through the route to the destination. In anotherembodiment, the context information represents a form of advertisementthat is paid for by subscribers. In one example in accordance with suchembodiments, the subscriber is a fast food chain and the landmarksrepresent the location of each fast food franchise that is associatedwith the fast food chain. It will be appreciated that an importantadvantage of the present invention is that the route maps do not containsuperfluous content. Thus, the route maps of the present invention areparticularly well suited for use in conjunction with geographicallandmarks that are paid for by subscribers. In one embodiment of thepresent invention, memory 668 of server 624 includes a context database696 that is populated with context information that has been provided byand paid for by advertisers.

Label Refinement

Identification of an optimal position for each label in the route mapimproves the quality of the map because clutter and object overlap isreduced. The present invention optimizes label position by minimizing anovel target function that scores the position of a label using a uniqueset of label parameters. Importantly, rather than considering a smallnumber of discrete positions for label placement, a continuous range ofpositions within a region around the center of the road being labeledare considered. This region includes positions that are not directlyabove or below the road being labeled. When a position that is notdirectly above or below the road is selected, the road is extended tothe position of the label.

In one embodiment, the target function is optimized using a simulatedannealing schedule. FIG. 9 illustrates one embodiment in accordance withthe present invention. In processing step 900, each label is placed atthe center of the road corresponding to the label and an initialeffective temperature t is selected. It will be appreciated thateffective temperature it may be set to wide range of possible effectivetemperatures in processing step 900. In one embodiment, a startingeffective temperature that is readily reduced by ten percent on aperiodic basis, such as 1.0/log(3)*3, is chosen. In another embodiment,the starting effective temperature is based on a function of one or moreof the characteristics of the route to be optimized, such as the numberof labels in the route, the amount of context information along theroute, and/or the length of the route. In another embodiment, thestarting effective temperature is selected based on the amount ofresources available to perform the simulated annealing calculations. Forexample, the initial effective temperature is set to a low value whenthe annealing schedule is to be run on a server that is currentlyrefining several other routes or a client with a relatively slow centralprocessing unit. In still another embodiment, the starting effectivetemperature t is determined by the nature of the probability functionthat is used to accept scores having S₂>S₁.

In processing step 902 the stage counter is set to zero. The stagecounter is incremented each time effective temperature t has beenreduced. Once the initialization steps of processing step 900 have beenperformed, counter i is set to one (902) and a label j is randomlyselected (904). The quality of the position of the j^(th) label (S₁) ismeasured using a target function, which is designed to measure labelposition quality, in processing step 906 and in processing step 908 thej^(th) label is repositioned by a random amount. In step 908, thequality of the repositioned j^(th) label (S₂) is measured. An importantadvantage of the present invention is that the j^(th) label isrepositioned into any of a continuous range of values rather than alimited number of discrete positions. Further the target function usedto compute S₁ and S₂ provides an improved method for assessing thequality of a label position. In one embodiment the target functionincludes the following components: (301) collect all objects thatintersect the j^(th) label (302) for each intersecting object { (303)   case ROAD: (304)      score += ROAD_PENALTY; (305)    case LABEL:(306)      score += LABEL_PENALTY; (307)    case ANNOTATION: (308)     score += ANNOTATION_PENALTY; }

In line 301, all the objects that intersect the j^(th) label arecollected. Such objects include, for example, roads, other labels, andannotations such as context information. The target function loopsthrough each of the collected objects (line 302). When the object is aroad, a road penalty is added to the score (line 304), when the objectis a label, a label penalty is added to the score (line 306) and whenthe object is an annotation, an annotation penalty is added to the score(line 308).

In some embodiments, the target function includes one or more additionalcomponents. One such component is an off screen penalty. When the j^(th)label is positioned such that a portion of the label exceeds theboundary of the viewport, an off screen penalty is added to the score.Another component is a “distance from the center of the correspondingroad penalty.” This penalty is determined by taking the product of acentering penalty and the normalized distance of the j^(th) label fromthe road center. Additional components in the target function representvarious constraints that are imposed on the label position. Constraintsare used to bias label positions that are consistent with label positiondesign criteria. For example, in one embodiment, it is preferable toposition a label above the road rather than below the road. Thus, abelow_the_road constraint penalty is added to the score of a labelposition that is below the road corresponding to the label. Anotherconstraint penalty asks whether a road should be extended so that theroad runs alongside the label. When it is determined that a roadextension will provide better label to road correspondence, a roadextension penalty is added to the target function score. Yet anotherconstraint penalty is used when the label is positioned far away fromthe center of the corresponding road. In such cases, an arrow ispositioned on the map to indicate the relationship between the label andthe corresponding road and an arrow penalty is added to the targetfunction.

In one embodiment, the target function has the form:   (401) float score= 0.0;   (402) // Get all the objects that intersect the label   (403)for each object {   (404)    case ROAD:   (405)      score +=ROAD_PENALTY;   (406)    case LABEL:   (407)      score +=LABEL_PENALTY;   (408)    case ANNOTATION:   (409)      score +=ANNOTATION_PENALTY;   (410) }   (411) // Is label completely visible onviewport?   (412) if not {   (413)    score += OFF_SCREEN_PENALTY;  (414) }   (415) score += normalized distance from road center*CENTERING_PENALTY;   (416) score += constraint penalty;   (417) returnscore;

When the quality of the j^(th) position has improved (S₂<S₁) (912—Yes),the new label position for the j^(th) label is accepted (930). When thequality of the map has not improved (S₂>S₁) (912—No) there is aprobability1-exp^(−[(ΔS)/k*t)])  (2)that the new label position for the j^(th) label will be accepted. Fromthe form of equation (2), it will be appreciated that, for cases inwhich (S₂>S₁), the probability that the change in label position will beaccepted diminishes as effective temperature t is reduced. Equation (2)is implemented as processing steps 914 through 918 in FIG. 9. Inprocessing step 914, exp^(−[(ΔS)k*t)]) is computed. In processing step916, a number P_(ran), in the interval 0 to 1, is generated. If P_(ran)is less than exp^(−[(ΔS)/k*t)]) (918—Yes), the change made to the j^(th)label position in processing step 908 is accepted (930). If P_(ran) ismore than exp^(−[(ΔS/k*t)]) (918—No), the change made to the j^(th)label position in processing step 908 is rejected (940). It will beappreciated that probability functions other than the function shown inequation (2) and processing step 914 are within the scope of the presentinvention. Indeed, any probability function that is dependent uponeffective temperature is suitable.

Processing steps 904 through 940 represent one iteration in theannealing process. In processing step 942, an iteration count isadvanced. When the iteration count does not exceed the maximum iterationcount (944—No), the process continues at step 904. When the iterationcount equals a maximum iteration flag (944—Yes), effective temperature tis reduced and the stage counter is advanced (946). One of skill in theart will appreciate that there are many possible different types ofschedules that are used to reduce effective temperature t in variousimplementations of processing step 946. All such schedules are withinthe scope of the present invention. In one embodiment, effectivetemperature t is reduced by ten percent each time processing step 946 isexecuted. In another embodiment the percentage decrease in effectivetemperature t in processing step 946 is calculated as a function of thenumber of labels to be scaled. After processing step 946, a check isperformed to determine whether the simulated annealing schedule shouldbe terminated (948). When it is determined that the annealing scheduleshould not end (948—No), the process continues at step 902 with there-initialization of iteration count i.

In the embodiment illustrated in FIG. 9, the process is terminated(948—Yes, 950) when a maximum number of stages has been executed. In oneembodiment, the maximum number of stages executed is fifty. Inembodiments other than that illustrated in FIG. 9, criteria other thanthe stage count is used in processing step 948 to determine when thesimulated annealing process should be terminated. Such criteria includeterminating the process when effective temperature t has fallen below alow effective temperature threshold, when E₂ or E₁ falls below apredetermined low quality threshold, or when the consecutive number oftimes the new label position has been rejected exceeds a thresholdvalue.

Map Rendering

The final phase of the process is the rendering of the route by maprenderer module 692. In this phase, the route map is humanized. In someembodiments, techniques used to humanize the map include casting theroads in a “sketchy” pen-and-ink style, adding a breakage symbol to longroads that have been significantly scaled down by road layout module686, providing an indication of road length for long roads in the route,adding an arrow to indicate which way is North, and/or adding insetsthat show enhanced route detail.

Map renderer module 692 produces the “sketchy” style by breaking eachroad into small segments and slightly shifting the position of eachsegment both normal to the stroke direction and along the strokedirections. The rotated segments are then joined with a NURB to createthe final stroke. Further, the thickness of the roads is adjusted toemphasize the route and de-emphasize route extensions. In a preferredembodiment, a hand-drawn font is used for the labels.

Overview of Alternative Embodiments for Abstracting and VisualizingRoute Maps

Embodiments for producing scaled route maps have now been described indetail. In the following sections, details of alternative embodimentsfor scaling route maps are provided. Full appreciation of thesealternative embodiments is best obtained by first providing an overviewof the basic processing steps performed by these alternativeembodiments.

Obtain route directions. First, directions are obtained by directionparser 684 from a source such as direction database 694 (FIG. 6).Although direction database is depicted as being on the same server 624as direction parser 684, it will be appreciated that there is norequirement that direction database 694 reside on the same server.Indeed, direction database 694 may take several different forms andreside at any address that is in communication with transmission channel626.

Road simplification. Once road directions are obtained, an initial routemap is constructed. Then, as will be described in further detail below,a pass is made by road shape simplification module 697 at simplifyingthe initial route map. If successful, road shape simplification module697 removes one or more shape points from some of the roads in the routemap, thereby reducing the complexity of the route map withoutsacrificing map legibility and utility. Furthermore, the reducedcomplexity of a simplified route map facilitates computationallyintensive map refinement and scaling that arises in subsequentprocessing stages.

Map page design. In the map page design stage, the dimensions of theviewport that the map will be displayed in or printed onto areconsidered. A layout template is chosen by road layout module 686 basedon the dimensions of the viewport. Furthermore, the route map isoptionally rotated by map verticalization module 698 in order tooptimize the dimensions of the route map to the dimensions of theviewport. When the route map includes several steps, map division module699 is invoked in order to break the route map into a plurality ofsegment maps in a manner that is consistent with the selected layouttemplate.

Road layout. At this stage, road layout module 686 scales each roadindependently (i.e. nonuniformly). The nonuniform scaling is driven byan optimization algorithm such as simulated annealing in order toachieve a suitable scaled map. The target function used by theoptimization algorithm utilizes a novel scoring strategy that isdesigned to quantify map scale quality.

Label layout. Once the map has been scaled, the route map is populatedwith road labels by label layout module 688. Each label is associatedwith a constraint definition that defines the boundaries in which thelabel may be placed and the format of the label. Using these constraintdefinitions, label layout module 688 refines the label locations usingan optimization algorithm having a target function that quantifies labelposition quality.

Map Annotation. Cross streets, land marks and an optional North arroware added to the map during the map annotation stage. Annotation module690 identifies suitable landmarks that will assist the navigator whileusing the route map. Such landmarks may be derived from a source such ascontext database 696. It will be appreciated that annotation module 690can be used in some embodiments for commercial benefit. For example,licensing schemes are envisioned in which a retailer pays to have thelocation of each franchise positioned on the map as landmarks.

Map rendering. Other stages of the map scaling process considered theroute map in an abstract sense. In the map rendering stage, thecomponents of the route map, including the main route, cross streets,landmarks, and the North arrow are reduced from an abstract sense to anactual image. In one embodiment, this image is a pixel based image. Thestage of the process is performed by map renderer module 692.

Now that an overview of this series of alternative embodiments have beenprovided, novel aspects of the series of embodiments will be examined indetail.

Alternative Scoring Functions Used in Road Layout Refinement

As outlined in the overview, an important aspect of the map scalingprocess is performed by road layout module 686. Road layout module 686scales each road in a route map in a nonuniform manner. In embodimentsin which road layout module 686 includes a simulated annealing schedulethe following steps are performed:

1. Generate an initial road layout by growing all short roads to adesired minimum length.

2. Obtain an initial score E for the initial road layout using anobjective function and set an initial effective temperature.

3. While E is greater than an acceptable score, the number of iterationsis less than the maximum allowed iterations, and the effectivetemperature is above some lower threshold level, repeat steps four toeight.

4. Choose a random road and grow or shrink it by a random amount;re-scale all roads so they fit inside the viewport.

5. Obtain a new score E for the new road layout generated in step four.

6. If new score E is less than initial score E, accept the new roadlayout generated in step four.

7. If new score E is greater than initial score E, accept the new roadlayout in accordance with some decreasing probability, in order toescape local minima.

8. Adjust effective temperature.

It will be appreciated that the simulated annealing protocol outlinedabove and described in detail in FIG. 8 is not limited to any specificscoring function. Indeed, various embodiments of road layout module 686use a wide array of scoring functions to determine the initial score E₁(806 FIG. 8) as well as new scores E₂ (810 FIG. 8). Applicants havedescribed an objective function in accordance with one embodiment ofroad layout module 686 that is determined by (i) the number of falseintersections made be each road i in a route map, (ii) the number ofroads that no longer have the same relative length that they had beforesimulated annealing schedule was initiated, and (iii) the number ofroads that are shorter than a minimum length threshold.

In another embodiment of road layout module 686, processing steps 806and 810 in FIG. 8 use a scoring function represented by the followingrepresentative code.

-   -   (501) Score( )    -   (502) Score=0.0;    -   (503) Score+=IntersectionScore( )    -   (504) Score+=ShuffleScore( )    -   (505) Score+=RoadLengthScore( )    -   (506) Score+=RatioScore( )    -   (507) Score+=EndPointDirectionScore( )    -   (508) Score+=EndPointDistanceScore( )

Each subscore considers a specific aspect of the road layout, and areprioritized as follows:

Highest Priority

Intersections: maintaining existing intersections and not introducingfalse intersections.

Road length: scaling all roads to be readable.

Shuffles: maintaining relative lengths of the roads.

End Point Direction: maintaining overall orientation of route.

Ratios: maintaining ratios in lengths between roads.

Lowest Priority

End Point Distance: maintaining distance between start and destinationpoints of the route.

In this embodiment, the scoring function used by road layout module 686assigns higher priority to the aspects of the road layout that are mostimportant to resolve. For example, a map with missing and/or falseintersections can be misleading. On the other hand, maintaining overalldistance and orientation of the route is useful but not required for anavigator to follow the route. Thus, resolving intersections is given ahigher priority than maintaining end point distance in this embodimentof road layout module 686.

Line 502 of the representative code initializes the variable “Score” tozero. The variable “Score” represents E₁ (806 FIG. 8) or E₂ (810). Next,lines 503 through 508 each potentially add to the value of “Score.”Higher values of score represent higher values for E₁ and E₂ and thusrepresent poor solutions. Each of the functions that contribute to theoverall value of “Score” on lines 503 through 508 is discussed with moredetail below.

IntersectionScore( ). The first function to contribute to the variable“Score” in the representative code is function “IntersectionScore( )” online 503. Maintaining proper intersections between roads is the highestpriority in the disclosed scoring function. In the initialization of theannealing, all of the roads in the route map are grown to their desiredminimum lengths. Growing the roads can lead to two problems:intersections may be introduced between roads that should not intersect(false intersections), or two roads that should intersect no longerintersect (missing intersections). FIG. 40 illustrates both of thesescenarios. FIGS. 40A and 40C each represent an original map whereasFIGS. 40B and 40D represent perturbed maps. FIG. 40B represents asituation in which a false intersection 4002 arises. FIG. 40D representsa situation where a missing intersection 4004 arises. Both missing andfalse intersections can be extremely misleading and therefore areseverely penalized in any proposed layout that has either of theseproblems.

The role of the scoring function in road layout module 686 is to guidethe layout algorithm to the desired layout. One approach to furtheringthis goal is to add a fixed constant penalty when either of theseconditions exists. However, this scoring function does not provideadequate guidance because the same penalty is always added to the scoreno matter how severe the false or missing intersection. Suppose theroute contains a missing intersection as shown by 4004 in FIG. 40D. Ifthe layout is perturbed and the missing intersection points end upcloser to one another but do not exactly match, the intersection scorefor this map will not change. The algorithm will not know that movingthe missing intersection points closer together generates a betterlayout. In other words the annealing algorithm is less likely toconverge. Thus, in this embodiment, a score is constructed that reflectsthe severity of the intersection problems in a manner that suggests howthey might be resolved rather than using a constant penalty for eachfalse or missing intersection. What follows is a description of howsimple false and missing intersections are resolved independently by thedisclosed scoring function. Next, a description is provided for howscoring must change when there are both false and missing intersectionsin a single map.

Missing and Misplaced Intersections. If two roads should intersect butdon't (missing intersection), a factor is added to the score that isrelated to the distance between the proper intersection point on eachroad. The proper intersection point is computed from the parametricvalue of the original intersection in the unscaled map. If the roadsshould intersect and do intersect but at the wrong point (misplacedintersection), a factor is also added that is related to the distancebetween the proper intersection point on each road. The scoring weightfor a misplaced intersection is much less than for a missingintersection. This score is illustrated in FIG. 41. FIG. 41A representshow a missing intersection is scored whereas FIG. 41B represents how amisplaced intersection is scored. The general formulas for computing theintersections are:missingscore=d*MISSING_SCORE_WEIGHTmisplacedscore=d*MISPLACED_SCORE_WEIGHT

-   -   where d is the Euclidian distance between the two points that        should intersect as represented in FIG. 41.

Simple False Intersections. False intersections occur when the pathincorrectly folds back on itself, forming a loop or knot. To removefalse intersections, the knot must be unraveled. To remove anyindividual knot it is desirable to make the false intersection pointmove toward the closest endpoint (in pixels along the route) of the path(or similarly, make the closest endpoint move towards the falseintersection point). FIG. 42 illustrates several false intersectionscenarios, showing for each false intersection point which direction theclosest endpoint must travel to remove the knot formed by that falseintersection point. FIG. 42A represents the simplest case, one falseintersection 4202. End point 4204 simply needs to move to the right toresolve the false intersection. FIGS. 42B and 42C show which directionendpoints should move to resolve each false intersection pointindependently. FIG. 42B represents a situation in which multiple falseintersection points 4208 are near the same endpoint 4206. The two falseintersection points 4208 are pulling endpoint 4206 in opposingdirections. FIG. 42C represents the case of multiple false intersectionpoints (4214, 4216) that are near different endpoints (4210, 4212). Inthis case, false intersection points 4214 and 4216 are entirelyindependent of each other.

Computing the score for an individual false intersection point isrelatively straightforward. It is desirable to move the falseintersection point towards the closer endpoint of the route, oralternatively to move the closer endpoint towards the false intersectionpoint. FIG. 43 illustrates a knot that is produced by false intersection4302. One way to resolve false intersection 4302, is to push theendpoint that is closer to false intersection 4302 towards the falseintersection. To determine which endpoint (4304 or 4306) is closer tofalse intersection 4302, the distance between each endpoint and thefalse intersection is computed and compared. Then, the endpoint that iscloser to the false intersection is moved towards the falseintersection.

Viewing each false intersection independently, the score for each falseintersection point is computed as the “distance in pixels along theroute to the nearest end point” multiplied by a scoring weight. This isequivalent to conceptually building a scoring hill along the route thatguides the false intersection point to the closer endpoint, where it canbe removed. Therefore, the score for a single false intersection can becomputed as:falsescore=d*FALSE_SCORE_WEIGHTwhere d is the distance in pixels to the endpoint along the route, asopposed to straight line distance, as shown in FIG. 43. However, asillustrated by the scenario in FIG. 42B, if the score for each falseintersection is computed this way, then when there are multiple falseintersections the scores will push the endpoint in opposite directions.However, this problem is addressed by always counting only the score forthe innermost false intersection (i.e. the one farthest from theendpoint). The difference between counting all false intersections andonly the innermost false intersection is shown in FIG. 44. FIG. 44Aillustrates the situation in which, if the scores for both falseintersections 4404 are counted, endpoint 4402 is pulled equally in bothdirections, resulting in a plateau in the scoring function since a moveof endpoint 4402 in either direction does not change the score. FIG. 44Billustrates the situation in which only the innermost false intersectionis counted for each endpoint. In the situation described in FIG. 44B,once the innermost false intersection has been resolved, the remainingfalse intersection becomes the innermost false intersection and issubsequently resolved. In situations such as FIG. 42C, where there aretwo false intersections but they are both closer to different endpoints,both scores are counted against these respective endpoints.

False Intersections and Missing Intersections In general, when bothfalse and missing intersections occur in the same map they can be scoredas previously described, and in most cases the scores will interactproperly to resolve both problems. However, there is one exceptionalsituation. This situation occurs when a missing intersection occurswithin the loop formed by a false intersection. Several variations ofthis situation are illustrated in FIG. 45. In FIG. 45A, one point 4502of the missing intersection is within the loop formed by a falseintersection 4504. In FIG. 45B, both points 4506 are within the loopformed by false intersection 4508. In both of the situations shown inFIG. 45, one score may push in one direction and the other score in theother direction, resulting in a stalemate in which neither problem canbe resolved. FIG. 46 shows the same routes as FIG. 45, but with arrows4610 added to indicate the direction that the two scores would move theendpoints 4602 and 4604.

An important point to note about the situations arising in FIG. 45 isthat resolving the missing intersection often resolves the falseintersection. In FIG. 45, there is supposed to be an intersection, it isjust occurring between the wrong roads. It is quite often the case whena missing intersection occurs within the loop of a false intersectionthat the false intersection is simply the missing intersectionmisplaced. This situation is resolved with one additional rule: if thereis some point of a missing intersection inside the loop formed by afalse intersection a constant penalty is added for the falseintersection, not a hill-based score. Thus, both of the cases that areshown in FIG. 45 will use a constant penalty for the false intersection,as both contain at least one point of a missing intersection within thefalse intersection loop.

With this introduction an algorithm for scoring missing and falseintersections can now be stated with lines 601 through 633 of theillustrative code.   (601) void score_false_intersection(Road* self,Road* other) {   (602) if (missing_intersection_in_loop) {   (603) //false intersection loop contains a missing intersection   (604)    if(closest_to_route_endpoint(self,other)) {   (605)     self->IncrementScore (FALSE_INTERSECTION_CNST);   (606) } else {  (607) // no missing intersection in loop   (608)    if(closest_to_route_endpoint(self,other)) {   (609)     self->IncrementScore(pixelsToClosestEndpoint *   (610)                FALSE_INTERSECTION_HILL);   (611)      // Compute themax possible extended intersection   (612)      // score. All falseintersection scores must be increased   (613)      // by the maxextended intersection score to ensure that   (614)      // there is novalley between solving all the false inter-   (615)      // sections andintroducing the extended intersections.   (616)     self->IncrementScore(MaxExtendedI- ntersectionScore);   (617) } } }  (618) void ScoreMissingIntersection(Road* self, Road* other) {   (619)double missingIntersectionScore = 0.0;   (620) // We know where the tworoads should have intersected   (621) // in terms of T values along eachroad. Compute distance // between these two points.   (622) for (eachmissing intersection between self and other) {   (623)    double dist =(ptSelf − ptOther).length( );   (624)    // Before the roads touch use ahigher penalty. After they   (625)    // touch reduce the penaltyconstant to make sure that the   (626)    // anneal will maintain thetouch.   (627)    if (no intersection between self and other) {   (628)     double missingScore = dist * MISSING_INTERSECTION;   (629)     self->IncrementScore(Road::INTERSEC- T, missingScore);   (630)    }else {   (631)    self->IncrementScore(Road::INTERSECT, dist *   (632)            MISPLACED_INTERSECTION);   (633) } } }

Examining lines 601 through 633 of the illustrative pseudo-code indetail, one will notice that an additional score,“MaxExtendedIntersectio-nScore” is added to the false intersectionscores. This function is described below in conjunction with anexplanation of the concept of extended intersections.

Extended Intersections. In addition to avoiding actual intersectionsbetween roads, it is desirable to avoid having roads pass close enoughto each other that they appear to touch. These situations are handled inone embodiment of road layout module 686 by using the concept of anextended intersection. Extended intersections between two roads arecalculated by extending both endpoints of each road by a fixed number ofpixels and then checking if the resulting roads intersect. This conceptis illustrated in FIG. 47. In particular, in FIG. 47A, the roads do notactually intersect but are close to one another. In FIG. 47B, when theroads are extended by a fixed number of pixels, the roads do intersect.If an extended intersection does occur between two roads it is scored inthe following manner for each of the two roads:

-   -   (a) if the intersection occurs in the extended part of the road,        as for road 4702 in FIG. 47A, then the number of pixels from the        end of the extended road is computed and multiplied by a fixed        constant.    -   (b) if the intersection occurs within the unextended portion of        the road, as for road 4704 in FIG. 47A, then a fixed constant,        which is equal to the largest penalty that can be assigned for        an intersection with the extended portion of the road, is added        to the score.

There is one complication with handling extended intersections. Whentrying to resolve a false intersection, extended intersections oftencause many local minimums in the search space. This is illustrated inFIG. 48, where an extended intersection 4802 works against theresolution of false intersection 4804. To reduce the number of localminimums in the search space explored by the target function as much aspossible, only extended intersections are counted towards the score whenthey are not likely to be counteracting the resolution of a falseintersection. Implementation of this criteria requires two things:

-   -   (a) knowing when to, and when not to, count an extended        intersection towards the score, and    -   (b) adding the largest possible extended intersection score to        the base false intersection score. Otherwise, when a false        intersection is resolved the target function starts counting a        number of extended intersections, and their increased score may        overwhelm the decrease in score from resolving the false        intersection. This may cause a substantial local minimum in the        search space that would prevent the resolution of most false        intersections. However, in a preferred embodiment road layout        module 686, the maximum extended intersection score is added to        each false intersection score. This guarantees that the        resolution of a false intersection will result in a decrease in        score.

A way to determine which extended intersections to add to the score isto divide the route into false intersection intervals. All roads betweenan endpoint of the map and a false intersection, or between a pair offalse intersections are considered to be in the same false intersectioninterval. This concept is illustrated in FIG. 49. In FIG. 49, the sameroute shown in FIG. 48 is illustrated, but the route is segmented byfalse intersection intervals. In particular, there are three falseintersection intervals in FIG. 49: (A) from start point 4802 up to, butnot including, the first road with a false intersection, (BCDE) which isfrom the road with a false intersection up to the next road with a falseintersection, and (FGH) which is from the last false intersection to theendpoint. Extended intersections are only counted between roads in thesame false intersection interval. Thus, the extended intersection shownin FIG. 48 would not be counted. If only extended intersections thatoccur between roads in the same false intersection intervals are added,then the problem depicted in FIG. 48 will not occur.

ShuffleScore( ). The second function to contribute to the variable“Score” in the representative code is function “ShuffleScore( )” on line504. The purpose “ShuffleScore( )” is to maintain the relative lengthsof the different roads in the scaled route map the same as they were inthe unscaled route map. In function “ShuffleScore( ),” for each pair ofroads A and B in the route map, the ordering of the roads by length inthe scaled map is compared with the ordering of the roads by length inthe original unscaled map. If the ordering has changed, roads A and Bare considered shuffled and a factor is added to the variable “Score” toreflect this. In one embodiment, however, roads are only consideredshuffled when their difference in lengths is greater than someperceptual threshold. Typically, the perceptual threshold used isdependent upon the resolution and size of the viewport that is used tovisualize the route map as well as factors such as whether the fullscaled route map is being displayed in the viewport as opposed to ascaled up segment of the scaled route map. The purpose of the penaltyapplied by function “ShuffleScore( )” is to ensure that, wheneverpossible, the relative ordering of roads by length is maintained in thescaled route map.

In one representative target function used by an embodiment of roadlayout module 686, “ShuffleScore( )” is represented by the followingexpression:

For each pair of roads (A,B)

-   -   Compare the ordering of the roads by length in the current map        with the ordering of the roads by length in the original map. If        the ordering has changed then add a constant penalty to the        score to reflect this. Roads are only considered shuffled when        their difference in lengths is greater than some perceptual        threshold.

RoadLengthScore( ). The overall goal of the non-uniform scaling of mapsthat is implemented by road layout module 686 is to make all of theroads in the route large enough to be legible. This is tracked by thethird function (“RoadLengthScore( )”), which contributes to the variable“Score”, as found on line 505 of the representative code. In function“RoadLengthScore( ),” the current length of each road in the route mapis compared to a predetermined minimum desired length. If a road is lessthan the minimum desired length, then a factor is added to the variable“Score.” The magnitude of this factor is a function of the power of thedifference between the current length of the offending road and apredetermined minimum acceptable road length. The predetermined minimumacceptable road length is set to ensure that the road is long enough tobe identifiable in the scaled route map. In some embodiments of thepresent invention, the predetermined minimum acceptable road length isdesignated by considering the dimensions of the viewport 640 (FIG. 6)used to display the scaled route map or the number of pixels in viewport640. In one example, when viewport 640 is a 1024 by 768 pixel array, thepredetermined minimum acceptable road length is 20 pixels. In anotherexample, the predetermined minimum acceptable road length is set to fourpercent of the length of the shortest dimension of viewport 640. Thus,if viewport 640 has a display that is 5 by 6 centimeters, thepredetermined minimum acceptable road length is set to 0.2 centimeters.

In one representative target function used by an embodiment of roadlayout module 686, “RoadLengthScore( )” is represented by the followingexpression:

For each road (A)

-   -   Compare the current length to a predetermined minimum desired        length. If less than the minimum desired length then add a        factor to the score. The factor is related to a power of the        difference between the current length and the desired minimum        length. The minimum desired length is set to ensure the road is        long enough to be perceived and labeled and that the relative        lengths are preserved.

RatioScore( ). The fourth function to contribute to the variable “Score”is function “RatioScore( ),” which is on line 506 of the representativecode. One of the lowest priority contributors to “Score,” function“RatioScore( )” is used to maintain the ratios between different roadlengths. Function “RatioScore( )” examines each road A in the scaledroute map whose length is greater than the predetermined minimumacceptable road length described in the discussion of function“RoadLengthScore( )” above. For each such road A in the scaled routemap, the ratio of the length of the road is compared to the next shorterand next longer road in the route map. The ratios obtained from thesecomparisons is matched with the corresponding ratios obtained from theunscaled route map. When the ratio between road A and the next longerand next shorter road in the route map differs significantly in thescaled and unscaled route maps, a penalty is added to the variable“Score.” The purpose of function “RatioScore( )” is to preserve roadlength ratios in the scaled route map from the unscaled route map thathave sufficient space.

In one representative target function used by an embodiment of roadlayout module 686, “RatioScore( )” is represented by the followingexpression:

For each road (A) whose length is greater than its minimum desiredlength:

-   -   Compare the ratio of this road's length to the next shorter and        next longer road, capping the ratios at five, since in a        non-uniform cap it is hard to maintain any larger ratio. Assign        a penalty as:        penalty=absolute(current ratio-original ratio)*RATIO_SCORE

EndPointDirectionScore( ). The fifth function to contribute to thevariable “Score” in the representative code is function“EndPointDirectionScore( )” (line 507). This function adds a factor tothe variable “Score” to reflect the difference in the orientationbetween the start and end addresses in the unscaled route map and in thescaled route map. The magnitude of the factor added to the variable“Score” by this function is dependent upon the extent of the differencein the orientation between the start and end addresses in the scaled andunscaled route maps. Large differences in the orientation yield a largemagnitude while small differences yield a small magnitude.

In one embodiment of road layout module 686, “EndPointDirectionScore( )”is represented by the following expression:penalty=absolute(original orientation angle-current orientationangle)*ORIENTATION_SCORE

EndPointDistancescore( ). The sixth function to contribute to thevariable “Score” in the representative code is function“EndPointDistanceScore( )” on line 508 of the representative code. Thisfunction adds a factor to the variable “Score” that reflects thedifference in distance between the start and end point addresses in theoriginal unscaled route map and the current scaled route map. Thisfunction is particularly useful for route maps that have an overallU-shape. This function ensures that the start and finish of the routemap will not get too close to one another.

In one embodiment of road layout module 686, “EndPointDistanceScore( )”is represented by the following expression:penalty=(desired length=current length)/desired length*DISTANCE_LENGTH

It will be appreciated that the scoring function represented by lines501 through 508 of the representative code merely illustrates one typeof scoring function that is used in some embodiments of road layoutmodule 686. In fact, many permutations of the scoring functionrepresented by lines 501 through 508 of the representative code arepossible. Such permutations include the use of only a subset of thefunctions outlined in the representative code to build the value ofvariable “Score.” For instance, in some embodiments, only the functions“IntersectionScore( )” and “RoadLengthScore( )” are used. Otherpermutations of the scoring function illustrated by the representativecode include the relative weighting of component functions so that someof the functions have a greater influence on the value of the variable“Score.” Thus, for example, in some embodiments, the contribution ofIntersectionScore( ) to the variable “Score” is up weighted relative tothe contribution of “RoadLengthScore( ).” Such weighting schemes may bedynamically imposed based on factors such as the complexity of theroute, the size of the viewport used to display the route, the presenceof anomalies such as a road in the route that is much longer than anyother road in the route, as well as user specified preferences.

Additional Label Refinement Embodiments

Another important aspect of the overall process for producing a highquality map is performed by label layout module 688. Label layout module688 places and optimizes labels that correspond to the various roads inthe route map. One novel feature of label layout module 688 is that itwill fix the position of the label for certain roads during refinement.

FIG. 9 illustrates one embodiment of label layout module 688 (FIG. 6).Many different types of target functions may be used to refine the labelposition in the process illustrated in FIG. 9. Two such target functionsare described by lines 301 through 308 and lines 401 through 417 of theillustrative code. In the previously described embodiments, a simulatedannealing schedule was used to place labels within a continuous range ofpositions in a region around the center of the road corresponding to thelabel. Such a region is called a constraint. The type of constraint usedin previously described embodiments is illustrated in FIG. 17A. In FIG.17A, element 1802 illustrates the continuous range of positions that maybe used to place the label that corresponds to road 1802. Element 1804serves as a constraint because the center of the label is constrained tolie somewhere within element 1804. FIG. 17B illustrates the placement oflabel 1806 at one such acceptable location.

The layout module 688 described in this section builds upon theconstraint definition used in prior embodiments. The expanded constraintdefinition is used by the target function in the simulated annealingschedule of label layout module 688 to identify a suitable labelposition, orientation, and style. The constraint components in theexpanded constraint definition include (i) a bounding box (e.g. element1704 in FIG. 17A), (ii) an orientation (e.g. element 1710 in FIG. 17C),(iii) a layout style (e.g. FIG. 18A through 18F), and (iv) a scoringstrategy.

The bounding box defines where the center of the label layout can bepositioned. Thus, in FIG. 17B, a label placed using the constraintdefined by box 1704 can be placed in such a manner that the center ofthe label falls anywhere in box 1704. Orientation vectors define how alabel should be rotated. Label 1706 in FIG. 17A is positioned along avector that is parallel to the long axis of corresponding bounding box1804. Using the expanded constraint definition, labels can adoptalternative orientations. For example, the label may be oriented so thatit is orthogonal to the long axis of the corresponding bounding box.FIG. 17D illustrates the placement of a label in a rotated position.

The layout style defines what text and images are created and how theyare combined to make up the label when the given constraint is selectedduring annealing. FIG. 18 provides a number of exemplary layout styles.The layout style illustrated by FIG. 18A is a simple layout style inwhich the primary name for a street or highway is depicted. The layoutstyle illustrated by FIG. 18B combines an arrow image with the primaryname for a street or highway. The layout style illustrated by FIG. 18Ccombines the primary name for a street or highway with the mileage alongthe road. The layout style illustrated by FIG. 18D provides a highwaynumber as text stacked on top of a shield image. The layout styleillustrated by FIG. 18E provides word wrapping. Finally, the layoutstyle illustrated by FIG. 18F provides a highway number stacked on topof a shield image with the mileage along the corresponding road.

The scoring strategy defines what base penalties are used with eachconstraint. The magnitude of the base penalty for a particularconstraint is chosen by considering the type of layout style that isassociated with a constraint. For example, a layout style that doesn'tinclude a distance label (FIGS. 18A, 18E) is penalized more than onethat does (FIG. 18C). A representative scoring strategy, in accordancewith one embodiment of the present invention, is provided in Table 1.Each layout style has a base weight and a position score. In the scoringstrategy provided by Table 1, lower scores represent improved labelpositions. Furthermore, the scoring strategy provided in Table 1 isdesigned to provide a target function that allows layout module 688 tofind optimal positions for labels in the route map. TABLE 1Representative Scoring Strategy for Label Positions Base Layout StyleWeight Position Score Caveats Highway Shield 0.0 +penalty* Applicableonly to (distance from highways with center of label to known highwaycenter of numbers corresponding road) Road name directly 0.1 +0.1 forbelow the above or below road road versus above the road; +penalty*(distance from center of label to center of road) Road name on road 0.3+penalty* Applicable only to extension (distance from roads where roadcenter of label to continues past center of road) intersection with nextor previous road. (i.e. not a T intersection) Road name + 1.0 +penalty*aarrow pointing (distance from tip of to road arrow to center of road);+penalty for angle between label, road and screen; horizontal orvertical: +0.0; 90 degrees: +0.6; other: +1.0

In the scoring strategy outlined in Table 1, the base score assigned toa base layout style is further defined by (i) the presence or absence ofword-wrapping and (ii) whether there is no distance label, a distancelabel directly to the right, or a distance label directly below thelabel. Furthermore all position scores in Table 1 are further determinedby whether there is distance labeling and word-wrapping. When there isno distance label, an additional 1.5 units is added to the score andwhen the road name is twenty characters or longer and there is no wordwrapping, an additional 1.0 units is added to the score.

Turning attention to FIG. 19, an illustrative preprocessing phase inaccordance with the present invention is illustrated. First, a road 1902in the route map is selected (FIG. 19A). Then, a random constraintdefinition is chosen for the road from a set of possible constraintdefinitions. Each constraint in the set of possible constraintdefinitions includes a bounding box definition, an orientation vector, alayout style, and a scoring strategy. For example, constraint definition1904 (FIG. 19B) includes the illustrated bounding box, an orthogonalorientation, a primary name plus distance layout, and a default scoringstrategy. Other possible constraint definitions besides arrow constraint1904 are possible. For example, in FIG. 19B, other possible constraintdefinitions include extended road constraints and highway shieldconstraints. The remaining steps in the illustrative preprocessing stageare discussed with the assumption that constraint definition 1904 isselected by the preprocessing method. Once a constraint definition hasbeen selected, the next step is to randomly pick a position within thebounding box that is associated with the constraint. In FIG. 19C, such aposition is illustrated by element 1910. Finally, using the layout styleand orientation vectors associated with constraint 1904, label 1912 forroad 1902 is positioned (FIG. 19D).

Turning attention to FIG. 20, an overview of the embodiment of layoutmodule 688 that makes use of expanded constraint definitions isillustrated. The process begins with processing step 2002. In processingstep 2002 a set of potential constraint definitions is associated witheach label to be placed in the scaled route map. Execution of processingstep 2002 results in a set of potential constraint definitions, such asthose represented in FIG. 19B, being associated with each label to berefined by label layout module 688. It will be appreciated thatprocessing step 2002 will exclude constraint definitions that are notappropriate for a particular label class. For example, a constraintdefinition that includes a highway shield layout style will not beincluded within the set of potential constraint definitions associatedwith a label for a small road in the route map during processing step2002. During processing step 2004, a constraint definition is selectedfor each label in the scaled route map from the set of constraintdefinitions associated with each label during processing step 2002. Inone embodiment of layout module 688, an optimal constraint definition isselected for each label from a set of heuristics. Such heuristicsinclude, for example, rules for specifying an optimal constraintdefinition for a highway. In another embodiment of layout module 688, noset of heuristics are used to choose a constraint definition from theset of potential constraint definitions and a constraint definition israndomly selected for each label from the set of constraint definitionsassociated with the label during processing step 2002. Once a constraintdefinition has been chosen for a label in processing step 2004, thecenter of the label is positioned within the bounding box associatedwith the constraint definition in accordance with the orientationvectors associated with the constraint definition. In one embodiment,the center of the label is positioned at the center of the bounding box.In another embodiment, the center of the label is positioned at a randomlocation within the bounding box.

In processing step 2006, a check is performed to determine whether anylabel positions can be fixed. In the check, the boundaries of a labelare compared to the constraint boundaries of every other label in themap. If there is no overlap between the boundaries of a given label andthe constraint boundaries of all other labels in the route map, then thegiven label is fixed at its current position since there is nopossibility that the given label will intersect another label duringsubsequent refinement. In some embodiments, labels are only fixed instep 2006 if the constraint definition selected for the label duringprocessing step 2004 was made based upon a set of heuristics designed toselect an optimal label. Thus, in such embodiments, when the constraintdefinition selected during processing step 2004 is randomly selected,the label is not fixed during processing step 2006.

During processing step 2008, an initial effective temperature t isselected and counter i is set to one (2008). In processing step 2010, alabel j from the set of labels that has not been fixed in processingstep 2006 is randomly selected. The quality of the position of thej^(th) label (S₁) is measured using a target function in processingsteps 2012 and in processing step 2014 the j^(th) label is repositionedby positioning the label in accordance with the bounding box,orientation vectors, and layout style of a different constraintdefinition in the set of constraint definitions associated with thej^(th) label during processing step 2002. In particular, the center ofthe j^(th) label is randomly positioned within the boundaries of thebounding box of the different constraint definition. In processing step2016, the quality of the newly positioned j^(th) label (S₂) is measured.The target function used during processing step 2012 and 2016 is anyfunction capable of assessing the quality of a label position in a routemap. To this end, the target function could be that of lines 301 through308 or lines 401 through 417 of the illustrative code described in otherembodiments of label layout module 688 above.

When the quality of the j^(th) position has improved (S₂<S₁) (2018—Yes),the new label position for the j^(th) label is accepted (2026). When thequality of the map has not improved (S₂>S₁) (2018—No) there is aprobability1-exp^(−[(ΔS)/k*t)])that the new label position for the j^(th) label will be accepted. Theprobability that the change in label position will be accepteddiminishes as effective temperature t is reduced. The probabilityfunction is implemented as processing steps 2020 through 2028 in FIG.20. In processing step 2020, exp^(−[(ΔS)k*t)]) is computed. Inprocessing step 2022, a number P_(ran), in the interval 0 to 1, isgenerated. If P_(ran) is less than exp^(−[(ΔS)/k*t)]) (2024—Yes), thechange made to the j^(th) label position in processing step 2014 isaccepted (2026). If P_(ran) is more than exp^(−[(ΔS)/k*t)]) (2024—No),the change made to the j^(th) label position in processing step 2014 isrejected (2028). It will be appreciated that probability functions otherthan the function shown in processing step 2020 are within the scope ofthe present invention. Indeed, any probability function that isdependent upon effective temperature t is suitable.

Processing steps 2008 through 2028 represent one iteration in theannealing process. In processing step 2030, iteration count i isadvanced. When iteration count i does not exceed the maximum iterationcount (2032—No), the process continues at step 2010. When the iterationcount equals a maximum iteration flag (2032—Yes), effective temperaturet is reduced and the stage counter is advanced (2034). One of skill inthe art will appreciate that there are many possible different types ofschedules that are used to reduce effective temperature t in variousimplementations of processing step 2034. All such schedules are withinthe scope of the present invention. After processing step 2034, a checkis performed to determine whether the simulated annealing scheduleshould be terminated (2036). When it is determined that the annealingschedule should not end (2036—No), the process continues at step 2008with the re-initialization of iteration count i.

Layout Templates

Because route maps are often used when driving or navigating, it isimportant to present the maps and text in a convenient format such as asingle 8.5 by 11 inch form. In one embodiment of the present invention,each form contains several image templates, such as the scaled route mapor a conventional overview map, as well as text boxes for textdirections, estimated distance and time. In one embodiment of thepresent invention, predefined forms are provided that define the layoutand size of each of the image templates and text boxes. Exemplary imagetemplates and text boxes are provided in FIG. 21. FIG. 21A is a text boxthat provides header information while FIG. 21B is an image templatethat provides a scaled route map. There are different image templatesizes to accommodate scaled route maps of various sizes. FIG. 21C is atext box that provides text directions, FIG. 21D is an image templatethat provides an overview map, and FIG. 21E is an image template thatprovides a detailed map.

Several factors are used to consider which image template to use for ascaled route map. Such factors include, for example, the estimatedaspect ratio of the scaled route map (i.e. the ratio of the total widthof the scaled route map to the total height of the scaled map), thenumber of elements (i.e. roads) in the scaled route map, and the overallorientation of the scaled route map. Exemplary code for one method forselecting an image template is provided in lines 700 through 723 of theexemplary code.   (700) function SelectTemplate( ) {   (701) aspectRatio= map->EstimateAspectRatio( );   (702) int num_roads =map->GetOrigNumSteps( );   (703)   (704) if((aspectRatio < 0.60).vertline..vertline. ((aspectRatio < 0.70) && (num_roads <= 15))) {  (705) select skinny vertical image template for the scaled route map  (FIG. 22A)   (706) if (num_roads < 20) scaled_route_map_height = 500;  (707) else {   (708) // this is a long route, so extra pixels in thevertical dimension //   are required   (709) scaled_route_map_height =700; }   (710) else if (aspectRatio > 2.0) {   (711) select skinnyhorizontal image template for the scaled route   map (FIG. 22B)   (712)else {   (713) select square image template for the scaled route map  (FIG. 22C)   (714) if (num_roads < 15) scaled_route_map_height = 400;  (715) else if (num_roads < 25) {   (716) // this is a long route  (717) scaled_route_map_height = 500;}   (718) else {   (719) // Thisis a really long route   (720) scale_route_map_height = 600;}   (721) }}  (722) adjust dimensions of text, overview map, detail map and scaled  (723) route map to defaults for this template}

In the exemplary code, the aspect ratio of the scaled route map isestimated in line 701 and the number of elements or roads in the routemap is determined in line 702. In lines 704 and 705 of the exemplarycode, a decision to chose a skinny vertical image template 2202 (FIG.22A) for the scaled route map is made when the estimated aspect ratio ofthe scaled route map is less than 0.6 or when the aspect ratio is lessthan 0.7 and the number of elements or roads in the scaled route map isless than 15. Skinny vertical image 2202 has a variable height which isdetermined by lines 706 through 709 of the exemplary code. Accordingly,when the number of roads in the route map is twenty or less, skinnyvertical image 2202 is assigned a height of 500 pixels. When, the numberof road in the route map is more than twenty, skinny vertical image 2202is assigned a height of 700 pixels.

When the aspect ratio of the scaled route map is greater than 2.0 (line710 of the exemplary code), skinny horizontal image template 2204 (FIG.22B) is selected (line 711). For scaled route maps with any other aspectratio, square image template 2206 (FIG. 22C) is selected (lines612-613). Like element 2202, element 2206 is of a variable height thatis determined by the number of roads in the scaled route map as setforth in lines 715 through 720 of the exemplary code. Finally, in lines722 through 723 of the exemplary code, the dimensions of the remainingimage templates and text boxes 2250 that are provided in the output formare positioned around the image template that includes the scaled routemap to yield a fixed dimension form 2260, 2270, or 2280.

Context Information

All the information depicted in a route map can be divided into twocategories: (1) route information and (2) context information. Routeinformation includes information that is necessary to follow a route.Roads along the route and their labels are examples of necessary routeinformation. Context information is secondary information that is notdirectly on the route, and is not needed for communicating the basicstructure of the route. Examples of context information includelandmarks, roads that intersect the route (i.e. cross streets) and thenames of cities, parks, or bodies of water near the route. Contextinformation can make it easier to understand the geography of the route,provide validation that the navigator is still on the correct route, andaid in identifying important decision points along the route.

In one embodiment of the present invention, two basic types of contextinformation are handled: cross streets and point features. In thisembodiment, city names are considered as point features. Adding contextinformation to a route map requires first deciding which contextinformation should appear in the route map. This choice is madedifficult by the fact that context that is important to one person isnot necessarily important to another person. Although some basic rulesand preferences that can be used for choosing context information aredescribed in the following example, it will be appreciated that thepresent invention is fashioned so that any context selection algorithmcan be used.

In one example, every major cross street intersecting the roads on themain route of the route map, as well as the first cross street aftereach turning point on the main route is added to a route map as contextinformation. The cross streets before the turn help the navigatormonitor progress up to the turn, and the last cross street before theturn provides warning that the turn is coming up. The first cross streetafter the turn helps the navigator determine the proper turn has beenmissed. Three main classes of point features useful for using a routemap are: (i) highway exit signs, (ii) buildings and businesses along theroute and at turning points, and (iii) city names. Preferably allhighway exit signs, particularly the exit number, are included becausethey make it much easier for the navigator to figure out which exit totake to get onto the next road on the route. Picking which business toinclude is more difficult, as there is no simple way of identifying themost salient building or businesses along a route. However, if the mapis designed for a particular business partner such as McDonalds, allMcDonalds along the route can be added automatically. Finally, it isdesirable to include all major city names near the main route. Forexample, for a route between Santa Cruz Calif., and Hayward Calif.,labels for Cupertino, San Jose, Milpitas, and Fremont are added to theroute map as context information. The cities are chosen based on theirproximity to the route, their population, and their area. City nameshelp the navigator understand the overall geographic position andorientation of the route.

Once context information has been selected, it must be placed onto theroute map. Context can be placed by annotation module 690 any time afterthe roads on the main route have been laid out by road layout module 686(FIG. 1). Context layout is generally performed right after execution oflabel layout module 688. If context is placed before label layout, thelabel layout scoring algorithm used by label layout module 688 ismodified to check for label-context intersections. In one embodiment,selection of context information to be depicted on the map is noguarantee that it will actually be placed and rendered. If the contextlayout algorithm used by annotation module 690 cannot find a goodplacement for the context information, the algorithm can choose not toinclude this context information.

In one embodiment of the present invention, the approach used byannotation module 690 to place cross streets is very similar to theapproach used for placing point features in the route map. The algorithmfor placing cross streets will be described in detail first. Then, thedifferences in the algorithm used in one embodiment of annotation module690 for placing point features will be briefly described.

Placing cross streets. FIG. 23 shows a scaled route map with severalcross streets placed along the route. A cross street is specified by (i)the point of intersection of the street with the main route, (ii) thename of the cross street, (iii) shape points defining the shape of thestreet and optionally, and (iv) the importance of the cross street. Theimportance value for each cross street can either be supplied or it canbe computed as the first step in placing the cross streets. In oneembodiment, the names of cross streets and their relative importance areobtained from context database 696 (FIG. 1). In another embodiment, apredefined rules are used for computing the relative importance of aparticular cross street. The last major cross street before a turningpoint on the main route is considered relatively important because suchcross streets are helpful as a warning sign that the turn isapproaching. Thus these cross streets are given the highest relativeimportance. In this embodiment, the cross road immediately after theturning point is given the next highest importance because such streetshelp navigators check if they missed the proper turn. Cross streets areespecially helpful near the route destination, where presumably thenavigator is less familiar with the territory. Therefore these crossstreets are given higher importance than cross streets near thebeginning of the route.

In the present invention, two search-based approaches to laying outcross streets are provided. The first approach considers each crossstreet, one at a time, in order of importance. If importance is equal, across street is randomly picked from the equally important crossstreets. Then, a search for a “good” placement for the road isperformed. If a good placement is found, the cross road is drawn in therendering phase of the process. If a good placement is not found, thecross street is not drawn during the rendering phase and therefore isnot included in the map.

The second approach to laying out cross streets searches for a goodplacement of all cross streets simultaneously. All of the cross streetsare placed on the map. Each cross road may also be “hidden” instead ofbeing placed. Then the placements are optimized.

The first approach to laying out cross streets is faster than the secondapproach but may not find an optimal placement for all of the crossstreets. The second approach to laying out cross streets may take longerthan the first approach but is less constrained and may thereforeproduce a better overall placement.

Regardless of whether the first or second approach is taken byannotation module 690 to lay out cross streets, a search-based approachto optimizing the placement of the cross streets is performed. Thisrequires two basic functions: perturbation and scoring. The perturbationfunction is used to change the layout of a particular cross street whilethe scoring function evaluates the current placement of the crossstreets. The scoring function is used in the search-based approach todetermine whether the perturbation improved the map layout. Such adetermination is made in accordance with a search algorithm.Representative search algorithms that may be used include greedyalgorithms, gradient descent, simulated annealing, Tabu searches, and A*as reviewed by Zbigniew et al. in How to Solve It: Modern Heuristics,Springer-Verlag, Berlin, Germany, 2000, greedy searches A*/IDA*,simulated annealing and hill climbing (gradient descent) as reviewed byRussell et al. in Artificial Intelligence: A modern Approach, PrenticeHall, 1995, and genetic algorithms as reviewed by Goldberg in GeneticAlgorithms in Search, Optimization and Machine Learning, Addison-Wesley,1989.

In one embodiment, the perturbation function is designed as follows:

Perturb( )

-   -   randomly pick one of the following variables and change it:        -   the position of a cross street's intersection with the main            path;        -   the position of cross street label; or        -   whether the cross street is included in the map or is            “hidden”

When Perturb( ) changes the position of the cross street label, theperturbation is subject to the constraint that the street label fallswithin a predetermined area that includes the cross street'sintersection. In one embodiment of the present invention, the shape ofthe predetermined area is a square and the square is centered on thecross street's intersection. Accordingly, the position of the crossstreet label that is associated with the cross street can be perturbedby an amount as long as the cross street label remains in the square.Once the position of the cross street's intersection with the main pathand the cross street's label are chosen, the cross street is extended topass under or over its label and to pass slightly beyond theintersection with the main route.

In one embodiment, the scoring function that is used to evaluateperturbations is designed as follows:

Score( )

-   -   the placement of each cross street is scored based on several        criteria as follows:        -   a distance between the current intersection point of the            cross street and the main path and the true intersection            point between the cross street and the main path;        -   a number of other objects in the map that overlap the cross            street, weighted by the amount of overlap;        -   a number of other objects in the route map that overlap the            cross street's label, weighted by the amount of overlap;        -   a position of a cross street label along a cross street,            using the same constraint-based scoring as in normal label            layout;        -   an amount of visual clutter/density around the cross street;            and        -   whether the cross street is hidden; hiding a cross street is            penalized by an amount proportional to its importance, thus            encouraging the search to place the cross streets rather            than simply hide all of them.            The most complicated aspect of the scoring criteria is the            notion of visual density or clutter. The present invention            encompasses several different methods for computing visual            density for a fixed region of focus centered at the cross            street/label. To appreciate these methods, reference is made            to FIG. 24 which shows a portion of a route map 2402 that            includes an area of focus 2404 with a cross street for which            a measure of visual clutter is sought. Using FIG. 24 as a            reference, representative metrics include:

(1) Convolve a pixel based image of the route map with a Guassian kernelin focus region 2404 using the luminance value of each pixel within thefocus region.

(2) Compute the area of each object in focus region 2404 multiplied bythe average luminance for the object. Box 2406 drawn in FIG. 24illustrates the area of one object in focus region 2404. The product ofthe multiplication of object area and average luminance is divided bydistance from center of cross street to the center of object. Visualdensity is set to sum over all objects in the focus region. An equationthat describes this metric is:$\sum\limits_{i = 1}^{{Total}\quad{objects}\quad{in}\quad{focus}\quad{area}}\left\lbrack \frac{\begin{matrix}{{Object}\quad{Area}_{i} \times} \\{{Average}\quad{Luminance}\quad{of}\quad{Object}_{i}}\end{matrix}}{\begin{matrix}{{Distance}\quad{Between}\quad{object}\quad i} \\{{and}\quad{center}\quad{of}\quad{focus}\quad{region}}\end{matrix}} \right\rbrack$

Metric (1) is computationally expensive. Metric (2) is a quicker, butless accurate approximation of visual density. When laying out one crossstreet at a time, alternations are made between perturbing and scoringuntil the score reaches some acceptable threshold, and the placement iskept, or the iteration count reaches some maximum. If the score nevergoes below the threshold, the cross street is not included in the routemap. When laying out all cross streets at once, a variety ofsearch-based algorithms to minimize the overall score may be used. Insuch embodiments, overall score is computed as the sum of the scores foreach cross street. Representative search-based algorithms that may beused include greedy algorithms, gradient descent, simulated annealing,Tabu searches, and A* as reviewed by Zbigniew et al. in How to Solve It:Modern Heuristics, Springer-Verlag, Berlin, Germany, 2000, greedysearches A*/IDA*, simulated annealing and hill climbing (gradientdescent) as reviewed by Russell et al. in Artificial Intelligence: Amodern Approach, Prentice Hall, 1995, and genetic algorithms as reviewedby Goldberg in Genetic Algorithms in Search, Optimization and MachineLearning, Addison-Wesley, 1989.

Placing point features. FIG. 25 shows a route map with several pointfeatures, such as exit numbers, restaurant locations and city namesincluded. A point feature is specified by:

-   -   An ideal (latitude, longitude) location for the point feature        and either a circular or linear constraint region specifying the        acceptable positions for the point feature. In the case of a        city name, the feature would be allowed to appear any where        within a circle inscribed in the boundary of the city. This        region must be warped into the non-uniform coordinate system of        the map;    -   the feature name, or an image, to be shown at the feature        location; and    -   optionally, the importance of the feature.

Just as in the case of cross streets, the importance of a point featuremay be provided or may be computed during the layout. In one embodiment,all highway exit signs are given equal importance unless theirimportance values are provided a priori. For city names, importance iscomputed by multiplying the proximity of the city region to the route,the population of the city and the area of the city. Thus in thisembodiment, large cities, with high populations, near the route areconsidered most important. Buildings and businesses are given higherimportance when they are at intersections as opposed to along the roadsin the route map. Furthermore, according to this embodiment, higherimportance is allocated to businesses that are on smaller roads near thebeginning or end of the route than those that are on larger roads suchas highways and freeways.

As with cross streets, point features can be placed one at a time, orall at once. The ideal location and its surrounding constraint region iswell-defined in the original coordinate system of the constant scaledmap. To place point features we must first warp the ideal point andconstraint region into the non-uniform coordinate system of the scaledroute map. Because the coordinate system is non-uniform, aconstraint-based optimization procedure is used to perform the warp. Avariety of constraint-based warping techniques have been developed andare known as morphing techniques. See, for example, Beier and Neely,“Feature-Based Image Metamorphosis,” Proc. SIGGRAPH '92, 3-42 (1992).Furthermore, for a general overview of warping techniques see Gomes etal., “Warping and Morphing of Graphical Objects,” Morgan Kaufmann(1998). Any of the methods described in these references can be used towarp the ideal point and constraint region into the non-uniformcoordinate system of the scaled route map.

The main differences in the search-based layout between cross streetsand point features are in the perturb and score functions, which wedescribe below. When refining point features the perturb and scorefunction has the format:

Perturb( )

-   -   Randomly pick one of the following variables and change it        -   the position of the point feature within the region of            acceptable positions.        -   whether the point feature is included in the map.

Score( )

The placement of each point feature is scored on the criteria:

-   -   the number of other objects in map that overlap point feature,        weighted by the amount of overlap;    -   the distance between current location of point feature and its        ideal location;    -   whether the point feature is hidden-again the penalty is        proportional to the importance of the point feature; and    -   amount of visual clutter/density.

Verticalization Techniques

In some embodiments of the present invention, memory 668 of servercomputer 624 includes a map verticalization module 698 (FIG. 6). Mapverticalization module 698 is used to optimize the orientation of thescaled route map with respect to the dimensions of a given viewport. Maporientation optimization is particularly advantageous in instances wherethe viewport size used to display the scaled route map is small. In suchsituations, only a portion of the scaled route map is typicallydisplayed. When just a portion of the scaled route map is displayed, theuser is provided with the option to scroll the scaled route map in orderto view the full route. To avoid confusion, it is advantageous to orientthe scaled route map such that the long axis of the scaled route mapcoincides with the scroll direction. In one embodiment, the scrolldirection is vertical and the scaled route map is oriented by mapverticalization module such that the long axis of the scaled route mapis vertical. Alignment of the long axis of a scaled route map with thescroll direction maximizes the amount of information that is displayedin a miniature viewport and provides a convenient mechanism fordelivering consistent map layouts. The user can review the full rotatedscaled map by using the scroll option.

Map verticalization is particularly advantageous in hand held devicessuch as personal digital assistants (“PDAs”). Given the dimensions ofthe viewport of a typical PDA, it is desirable to offer scaled routemaps having the dimensions constant by Y, where Y varies in accordancewith the number of steps or distance of the route within the route map.Thus, if the route is fairly short, the entire scaled route map isdisplayed in the PDA viewport. However, if the route includes severalsteps and has a fairly extensive long axis, the long axis is oriented sothat it is aligned with a scroll bar. In this way, the consumer gets aconsistent layout with only vertical scrolling.

Now that an overview of the advantages of map orientation have beendiscussed, a method for computing the orientation of the map isdescribed. First, the position of each intersection along the main pathin the scaled route map is computed. These intersection points are thenfitted with a probability distribution. The probability distributioncould be, for example, a binomial distribution, a Poisson distribution,a Gaussian distribution, or any other suitable probability distribution.When a Gaussian distribution is used, the center of the distribution isthe mean of the intersection points, the axes of the distribution arethe eigenvectors of the covariance matrix, and the extents of thedistribution are the eigenvalues of the covariance matrix. Theprobability distribution defines axes and extents along those axes forthe route. As illustrated in FIG. 11A, from these axes, the tightestbounding box 1100 that contains the complete route is determined. Frombounding box 1100, the longest (dominant) axis of the route is computed.The direction of the longest axis is used to determine the amount bywhich the scaled route map is rotated so that it runs in a predetermineddirection. In FIG. 11, the start of the route is marked by a hashedcircle and the end of the route is marked by an open circle. Since thestart point of the route is known, it is possible to perform therotation of the map so that the start location is always at the bottom(FIG. 11B) or always at the top (FIG. 11C) of the viewport. Thus, theverticalization method is used to ensure that limited viewport space isfully utilized and to ensure that the starting location of eachdisplayed map consistently lies in the same region of the viewport.

It will be appreciated that if the aspect ratio of the probabilitydistribution used to determine the axes of the scaled route mapindicates that the map is roughly square, verticalization is notperformed. In one embodiment, the probability distribution used is aGaussian distribution and verticalization is not preformed when theaspect ratio of the scaled route map is less than or equal to 1.98.

Sample code used to compute the long axis in a scaled route map and torotate the scaled route map is provided below. (801) boolMap::Verticalize( ) (802) { (803) Vector2 mapOrientation[2]; (804)double extents[2]; (805) GaussPointsFit(numIntersectionPts,intersectionPts, center, axes, extents); (806) // Verticalize map onlyif aspect ratio in obb coordinates is > // 1.98 (807) // Compute theaspectRatio as extent[1]/extent[0] as it should be (808) // since thesecond extent is sorted to be the longest axis. (809) double aspectRatio= extents[1]/extents[0]; (810) if (aspectRatio >= 1.98) { (811) //Assume the mapOrientation vectors are of unit length. The (812) //orientation vectors are sorted in increasing order, so use the (813) //second one to compute the rotation angle. (814) double angle =atan2(mapOrientation[1].v,mapOrientati- on[1].u); (815) Rotate(−angle);(816) return true; (817) } (818) return false; (819) } (820) voidGaussPointsFit (int NumPoints, const Vector2* Point, (821) Vector2&Center, Vector2 Axis[2], double Extent[2]) (822) { (823) // Compute meanof points. (824) for (int i = 1; i < NumPoints; i++) (825) Center +=Point[i]; (826) Center /= NumPoints; (827) // Compute covariances ofpoints (828) double SumXX = 0.0, SumXY = 0.0, SumYY = 0.0; (829) for (i= 0; i < NumPoints; i++) (830) { (831) Vector2 Diff = Point[i] − Center;(832) SumXX += Diff.u*Diff.u; (833) SumXY += Diff.u*Diff.v; (834) SumYY+= Diff.v*Diff.v; (835) } (836) SumXX /= NumPoints; (837) SumXY /=NumPoints; (838) SumYY /= NumPoints; (839) // solve eigensystem ofcovariance matrix (840) Eigen E(2); (841) E(0,0) = fSumXX; (842) E(0,1)= fSumXY; (843) E(1,0) = fSumXY; (844) E(1,1) = fSumYY; (845)E.SolveEigenSystem( ); (846) Axis[0].u = E.GetEigenvector(0,0); (847)Axis[0].v = E.GetEigenvector(1,0); (848) Axis[1].u =E.GetEigenvector(0,1); (849) Axis[1].v = E.GetEigenvector(1,1); (850)Extent[0] = E.GetEigenvalue(0); (851) Extent[1] = E.GetEigenvalue(1);(852) }

In line 805 of the sample code, a call to procedure GaussPointsFit ismade. Procedure GaussPointsFit is coded by lines 820 through 852 of thesample code. On lines 823 through 826 of the sample code, procedureGaussPointsFit computes the mean of all the intersections in the scaledroute map. On lines 827 through 838 of the sample code, procedureGaussPointsFit computes the covariances of the intersections. On lines839 through 851 of the sample code, procedure GaussPointsFit solves theeigensystem of the covariance matrix. This information is used in themain body of the sample code. More specifically, in line 809 of thesample code, an aspect ratio is computed. As defined herein, the aspectratio is the ratio of the lengths of the two axes corresponding to thescaled route map, as determined by procedure GaussPointsFit. In theembodiment described by the illustrative code, the scaled route map isnot reoriented if the aspect ratio is less than 1.98. If the aspectratio is equal to or greater than 1.98, than the scaled route map isrotated so that the longest of the two axes computed by procedureGaussPointsFit lies in a predetermined direction, such as vertical. Thisrotation is performed by lines 814 and 815 of the sample code.

Although the above example describes the verticalization of a scaledroute map, it will be appreciated that the verticalization technique isnot limited to scaled route maps. Indeed, any image that has acollection of points that can be fitted by a probability distributioncan be optimized for display on a viewport using the verticalizationtechniques.

Finding Empty Space

As discussed previously, annotation module 690 (FIG. 6) is used to placelandmarks and other annotations on the scaled route map in order to helpguide the user. However, identifying regions of the map that aresuitable for the placement of such annotations presents a specialproblem. Simply stated, the problem is the need to use efficient methodsto identify suitable regions of the map to the place the annotations.Suitable regions are regions of the map that are not overpopulated withother objects. In FIG. 12, North arrow annotation 1202 is added to theroute map to indicate direction. In one embodiment of the presentinvention, the placement of North arrow annotation 1202 is constrainedto the upper left quadrant of the map in order to present a consistentappearance between maps. Thus, the problem posed by FIG. 12 is theidentification of regions in the upper left hand corner of the route mapthat are suitable for the placement of North arrow annotation 1202.

FIG. 13 details the processing steps used to efficiently identify freespace in a route map in accordance with one embodiment of the presentinvention. This free space is used to place annotations and labels inthe route map. In processing step 1302, the map is partitioned into agrid. Typically, the grid used in processing step 1302 is uniform, sothat each grid cell is the same size. The number of objects in the routemap that touch each grid cell produced in processing step 1302 istracked. In this way, it is possible to determine discrete areas of theroute map that have relatively few objects. In processing step 1304,candidate grid cells into which the target annotation may be placed areidentified. In some embodiments, the region in which candidate gridcells are searched for is restricted to a specific region of the routemap. In one example, each city label is assigned a bounding region inwhich the label may be placed. This bounding region is near the actualcity in the route map.

When the annotation or label is larger than a single grid cell,processing step 1306 is used to search for grid cells with sufficientvacant adjacent grid cells to contain the object. If no candidates arefound after search 1306 (1308—No), a grid subdivision scheme (1310) isinitiated. Such a subdivision is necessary in order to search throughthe map at a higher resolution in order to identify a set of adjacentgrid cells that can be used for the annotation or label.

Processing step 1310 is implemented using any one of several differentpossible grid subdivision schemes. For example, a number of schemes thathave been used to partition three-dimensional space in disciplines suchas ray tracing can be adopted for use in two dimensional route mapspace. Such schemes are found in An Introduction to Ray Tracing, Ed.Andrew S. Glassner, Academic Press, Harcourt Brace Jovanovich,Publishers, New York (1989). In one embodiment, the grid subdivisionscheme used in processing step 1310 is a form of uniform spacialseparation such as that discussed in Section 5.2 of An Introduction toRay Tracing id. For example, in one uniform spacial separation gridscheme, each original grid cell is divided into four cells. In anotherembodiment, the grid subdivision scheme used in processing step 1312 isnonuniform spacial subdivision such as that discussed in Section 5.1 ofAn Introduction to Ray Tracing id. Nonuniform spatial subdivisiontechniques are those that discretize space into regions of varying sizeas a function of the density of objects present in the space. Thus, in anonuniform spacial subdivision approach, portions of the route map thatare more densely occupied by objects such as roads, labels andannotations, are divided into smaller grid cells than portions of theroute map that are sparsely populated.

After the route map has been subjected to a grid subdivision scheme inprocessing step 1310, the process continues by looping back toprocessing step 1304. When processing step 1304 is reexecuted, a searchfor candidate grid cells into which the label or annotation can beplaced is conducted using the grid subdivision generated in processingstep 1310. Furthermore, when the annotation or label is too big to fitinto a single grid cell, a search for adjacent grid cells that cancollectively accommodate the label or annotation are identified.Processing steps 1304, 1306, 1308 and 1310 are repeated until acandidate position is found in the route map (1308—Yes). In someembodiments, processing steps 1304, 1306, 1308 and 1310 are onlyrepeated a predetermined number of times. If, after processing steps1304, 1306, 1308 and 1310 have been repeated a predetermined number oftimes and a candidate position has still not been identified, theannotation is rejected and not placed on the route map. In someembodiments, when a label or annotation has been geometricallyconstrained to a particular region of the route map and no candidateposition has been found in the route map, step 1304 and/or 1306 isrepeated using less strict constraints. For example, when a city labelis restricted to be within a fixed region of the geometric center of acity in the route map and no candidate position is identified in thefixed region during a first pass through processing steps 1304, 1306,1308 and 1310, processing step 1304 and/or 1306 is repeated using alarger fixed region centered on the position of the city in the routemap.

When processing step 1304 or 1306 identifies multiple candidatepositions in which to place the target label or annotation (1312—Yes),the candidates are ranked by a ranking mechanism that considers thedensity of objects in the grid cells that neighbor the candidateposition. In some embodiments, the candidate position that hasneighboring grid cells with the lowest occupancy is selected. In otherembodiments, other factors in addition to the occupancy of neighboringcells in considered. For example, in some embodiments, the candidateranking is a function of both the occupancy of neighboring cells as wellas the absolute distance between the candidate position and somereference point. In such embodiments, candidate positions that arecloser to a reference point are up weighted relative to candidatepositions that are further away from a reference point. Such rankingembodiments are useful for city labels, road labels, and for theplacement of geographical landmarks. When a single candidate positionhas been selected by processing step 1314, or a single candidateposition has been found by processing step 1306 (1316), the annotationor label is placed at the candidate position and the process ends(1318).

FIG. 14 illustrates how the spatial subdivision of a route map is usedto identify grid cells suitable for the placement of North arrowannotation 1202. In FIG. 14, the route map is partitioned into a grid inaccordance with processing step 1302 (FIG. 13). A candidate grid cellinto which an annotation may be placed is identified in processing step1304. In this example, step 1304 is restricted to the top left corner inorder to consistently place the North arrow annotation 1202 in thisregion of the map. Because step 1304 successfully identified a candidategrid cell using the initial partition computed in processing step 1302,there is no need to initiate a grid subdivision scheme 1310 and repeatprocessing steps 1304, 1306 and 1308. Rather, North arrow annotation1202 is placed in an empty grid cell that is bordered by grid cellshaving the lowest possible occupancy in accordance with processing step1314.

FIG. 15 illustrates a situation that arises when processing step 1304and/or 1306 (FIG. 13) attempts to identify a grid cell or set ofcontiguous grid cells in a constrained area and no candidate grid cellsare identified. In FIG. 15, label “Somewhere, USA” 1502 is constrainedto the area identified by oval 1504. However, the initial grid generatedby processing step 1302 (FIG. 13) has failed to produce a suitablecandidate grid cell (1308—No). Therefore, grid subdivision scheme 1310is executed. FIG. 16 depicts the route map after uniform spacialseparation is used to subdivide only those grid cells in the constrainedarea of the route map. In this subdivision, each of the original gridcells in the constrained area is subdivided into four new grid cells.Then, processing steps 1304 and 1306 are repeated using the new gridscheme. Because label “Somewhere, USA” 1502 is too large to fit in thenew grid cells, processing step 1304 will fail. However, when processingstep 1306 is executed, a candidate position that is composed of twoadjacent grid cells is identified and the label is placed at theidentified candidate position (1308—Yes, 1312—No, 1316, 1318). FIG. 16shows the placement of label “Somewhere, USA” 1502 after execution ofprocessing step 1318.

In some embodiments of the present invention, the spatial subdivisionscheme used in processing step 1310 is facilitated by the use of ahierarchical data structure known as the region quadtree. See e.g.Applications of Spatial Data Structures, Hanan Samet, Addison-WesleyPublishing Company, New York (1990), pp. 2-8. A region quadtree is ahierarchical data structure that is based on the successive subdivisionof a bounded image array into four equal-sized quadrants. In theclassical application of a region quadtree, if a given array does notconsist entirely of ones or entirely of zeros, it is subdivided intoquadrants, subquadrants, and so on, until blocks are obtained thatconsist entirely of ones or entirely of zeros. In this way, the image issubdivided using a variable resolution data structure. The regionquadtree is used in some embodiments of the present invention in gridsubdivision scheme 1310. In such embodiments, the grid subdivisionscheme only subdivides selected grid cells in the initial grid.Typically, grid cells that are selected for subdivision are chosen fromthe constrained area.

Trip Tiks and Insets

In some instances, when scaling a map non-uniformly, it is difficult tomake all roads visible within a given viewport. Because of thisdifficulty, some embodiments of the present invention include a mapdivision module 699 (FIG. 6). Map division module 699 makes use ofinsets and/or triptiks when it is difficult to make all roads visiblewithin a given viewport. Map division module 699 includes algorithms fordetermining when insets and triptiks should be used within a scaledroute map. When a determination is made that an inset should be made,map division module decides which portion of the map should be inset,and where the inset should be placed within the main scaled route map.

Trip Tiks. When a route contains a large number of roads or segments, itmay not be possible to scale all the roads so that they are large enoughto be readable and yet within the image size. In this situation it isdesirable to break the scaled route map up into several separate segmentmaps. In one embodiment of the present invention, map division module699 uses the following algorithm to determine whether a scaled route mapshould be split into a set of segment maps:

-   -   generate an intermediate map that includes each road (element);    -   define a maximum number of elements (M) allowable in any given        map; and    -   when a map contains S roads (elements), where S>M, then divide        the map uniformly into N segment maps such that N>=S/M.        However, in some instances additional issues are considered. One        such issue is the means by which the main route in the route map        is connected across a plurality of segment maps. Various methods        for depicting such connectivity information in some embodiments        of map division module 699 include:    -   use of a special connection point icon at the endpoint of the        last road on a first segment map and use of the same special        connection icon at the start point of the first road on the        subsequent segment map; and    -   sharing some roads between each pair of successive segment maps.        In addition, connectivity between successive segment maps is        insured by preserving the shape of the main route and in        particular the shape of any shared roads across successive        segment maps. To insure that the shape of shared roads across        successive segment maps remains exactly the same in each segment        map, shape simplification is preferably done for the entire        route in the intermediate map as a whole, as opposed to        separately in segment maps.

The problems map division module 699 is designed to alleviate and thealgorithms used in some embodiments of map division module 699 areillustrated with reference to FIGS. 26 through 28. FIG. 26 describes anentire route in a single image 2602. Although the entire route isvisible, the map is very cluttered and would be difficult to use whiledriving. Furthermore, if the route had more roads (elements) it wouldnot be possible to label all of the roads on the route. FIG. 27 splitsimage 2602 (FIG. 26) into two separate segment maps 2702 and 2704 which,taken together, comprise the route map of FIG. 26. The directions insegment maps 2702 and 2704 are more readable and comprehensible than thecorresponding directions in image 2602.

Turning to FIG. 28, the importance of preserving shape of shared roadsacross successive segment maps is illustrated. In FIG. 28A, anintermediate map 2802 that is about to be split into two segment maps atbreakpoint 2804 between element “CA-17” and “Cabrillo Freeway” is shown.In FIG. 28B, intermediate map 2802 has been split into segment maps 2810and 2820. Both segment maps 2810 and 2820 have full shape. In contrast,in FIG. 28C intermediate map 2802 has been split into segment maps 2830and 2840 that do not retain the original shape of intermediate map 2802.That is, in FIG. 28C, the route shape has been simplified separately insegment maps 2830 and 2840. As a result, element 2834 “Cabrillo Fwy” hasdifferent shape in segment maps 2830 and 2840. FIG. 28C represents anundesirable representation of the overall route corresponding elementsin successive segment maps, i.e. “Cabrillo Fwy” have different shape. Amore desirable situation is represented in FIG. 28D. In FIG. 28D, routeshape simplification is performed on the intermediate map 2802 prior tosplitting the intermediate map into segment maps 2850 and 2860.

Some routes, termed multi-segment routes, contain multiple way pointsbetween the start point and the end point of the main route.Multi-segment routes are handled much like trip tiks in one embodimentof the present invention. Accordingly, the multi-segment route is splitinto separate segment maps at each way point: the first image shows theroute from the start point to the first way point, the second imageshows the route from the first way point to the second way point, etc.With multi-segment routes, the same convention of repeating a connectionicon, in this case a way point icon, and/or a set of shared roads isused across successive maps. Moreover, simplification preferably occursbefore splitting the route so that the shape of each road and theoverall shape of the route do not change in each image.

Insets

In the map rendering phase two goals are optimized. The first goal is toensure that all roads in the route map are large enough to be legible.The second goal is to maintain the overall shape of the route, as wellas the position of all intersection points between roads. Despite theflexibility in scaling roads provided by the present invention, it isdifficult to attain both goals for some routes in a single image. FIG.29 illustrates how it is sometimes difficult to fully optimize for bothgoals. In the scaled route map 2902 depicted in FIG. 29, it is readilyapparent that:

1) Some roads remain very small in order to maintain the overall shape,or to maintain intersection points. Legibility has been sacrificed infavor of minimizing shape and topological distortions.

2) The scaling of many small roads causes the overall shape of the routeto distort severely. In this case, overall shape has been sacrificed inorder to maintain legibility.

3) The scaling of short roads so they are legible causes a falseintersection. In this case, overall topology has been sacrificed tomaintain readability

One solution for such routes is to find the set of roads that mustremain small to maintain topology or intersection points and to showthem in a separate inset image. For example, in FIG. 29, to maintain theintersection between 1-74 (2904) and E. Cabin Town Rd (2906) all theroads between the two roads are kept very short. By including inset2908, however, it is possible to enlarge the labels of the roads between2904 and 2906 and label these intermediate roads as well. Additionalexamples of scenarios in which insets are beneficial are provided withreference to FIGS. 30 and 31. In FIGS. 30 and 31, short roads that causedistortion or false intersections are placed at an enlarged size incircular inset 3002 and 3102 respectively. By placing short roads in anenlarged inset, the corresponding roads can be shorted in the mainscaled route map to the point where the overall shape distortion of theroute is acceptable or the false intersection is avoided. In oneembodiment, the inset image is created by running the entire map layoutalgorithm coded by road layout module 686 on just the roads in theinset. Roads that are shown in the inset and are too small to label inthe main scaled route map are labeled only in the inset. Furthermore, inone embodiment, a unique boundary is placed around the inset region inthe main route map and the same unique boundary is placed around thecorresponding inset image to help the navigator correlate insets to themain route map. Moreover, the inset image is placed close to the featureof the main map it depicts. In FIG. 30, the route shown in map 3004 isin fact almost entirely North-South. However, the scaling of the smallroads at the end of the route has made the route appear to be almostcircular. This is an example of severe shape distortion that is possibleon such route maps after individual roads in the route have been scaled.Using inset 3002, small roads are kept at their original size in mainmap 3006, thus preserving a proper overall North-South orientation.Simultaneously, the small roads are enlarged in inset 3002 to make themlegible in the insert. In FIG. 31, the scale of smaller roads such as“US-6”, “W. 36th Ave”, and “Wilkes Ave” so that they are legible hasintroduced a false intersection between “Wilkes Ave.” and “US-61” in theroute map. By using inset 3102 the three roads can be grown to be largeenough to be visible without introducing the false intersection.

In one embodiment of the present invention, there are three steps tocreating an inset. First a determination is made as to which, if any,roads to place in an inset, second the image size of the inset isdetermined and finally, sufficient space to place the inset in the mainmap image near the inset feature is identified. With this overview ofthe process in this embodiment, the three steps will now be described inmore detail.

Selecting inset roads. The process begins by attempting to layout allthe roads in a single route map without insets. After the initial layouta search is made for sets of roads that are very short (in pixel size)as well as tight intersection loops. A check is also made to determineif there is excessive shape distortion in the overall shape of the routeby checking how well the orientation vector between the start anddestination point of the overall route is maintained. If it is not wellmaintained, a search for adjacent sets of short roads, such as in a milelength of the main route, that were grown excessively and are in thedirection of the distortion is made. Such sets of short roads are placedin an inset and the main route map is re-scaled so that the excessivelygrown roads are reduced to a more accurate scale. Finally a search forfalse intersections is made. All roads in the loop created by the falseintersection are placed in the inset and the roads in the loop arere-scaled in the main route maps to remove the false intersection.

Inset image size. The size of the inset is chosen by first estimatingthe aspect ratio for the set of roads that will appear in the insetusing the same procedure as described for choosing layout templates.This gives an aspect ratio for the inset image. Next a scale factor forthe inset image is chosen. The scale factor can be set a priori as afixed number (i.e. 100 pixels) or can dynamically be computed as a scalefactor based on the number of roads to appear in the inset (i.e. thescale factor equals thirty times the number of roads in inset). Then,the pixel size of the inset image is simply the scale factor multipliedby the aspect ratio.

Placing an inset in a scaled route map. It is desirable to place theinset in the main map image without overlapping any of the objects inthe main image. Thus, the inset should be placed close to the feature ofthe main map it depicts so that the navigator understands therelationship of the inset to the main map. A search is made for emptyspace in the main map image using the techniques described for findingempty space. The search begins in the main image grid cell containingthe features shown in the inset and spirals around the image from thiscell until free space large enough to show the inset is found.

Road Shape

In another aspect of the present invention, novel algorithms forsimplifying the shape of a route are used. Most roads can be immediatelysimplified to straight lines and this is in fact perceptuallypreferable. However, some roads must maintain some curvature and theorientation and layout of intersections between two roads must be kepttrue to reality. In some embodiments of the present invention, roadshape simplification is not implemented. Rather, each road in the route(or path) is specified as a single linear segment. In embodiments inwhich road simplification is applied, the route map is processed by roadsimplification module 697 prior to execution of road layout module 686.Rather than treating each road as a single linear segment, roadsimplification module 697 considers each road as a piecewise linearcurve, i.e. by a set of (lat,lon) shape points connected by linearsegments. The goal of road simplification module 697, then, is to reducethe number of shape points in each road thereby simplifying the roads.

There are two main reasons to simplify each road in a road map. Thefirst and most important reason is that roads with simpler shape areperceptually easier to interpret as separate entities, and the resultingroute map has a cleaner, uncluttered look. See FIG. 32 for a comparisonof the same route without (FIG. 32A) and with (FIG. 32B) curvesimplification. Second, simpler roads containing fewer segments requireless memory and are faster to process by road layout module 686 in thesubsequent layout stages. For example, to compute the intersection oftwo roads requires looking for an intersection between each pair ofsegments in each road. With fewer segments per road this operationbecomes much faster.

Avoiding False/Missing Intersections. In one embodiment, beforesimplifying roads, road simplification module 697 computes all theintersection points between each pair of roads. Consider the situationwhere roads r₁ and r₂ intersect at the points P₁, P₂ and p₃ in FIG. 34.Road simplification module 697 inserts each intersection point into theset of shape points for both r₁ and r₂, and marks these intersectionpoints as retained, as shown in FIG. 34. More specifically, the originalsequence of shape points for r₁ is (s₁, s₂, s₃, s₄, s₅, and s₆). Threenew intersection points are inserted into this sequence, one for eachintersection, resulting in the sequence (s₁, p₂, s₂, s₄, p₂, s₄, s₅, s₆,and p₃). Similarly, these intersection points are inserted into thesequence for r₂ as well. Since these intersection points can no longerbe removed, the simplification algorithm cannot cause any missingintersections. Moreover, road simplification module 697 maintains aseparate list of all the true intersection points between roads. Insubsequent stages, simplification algorithm module 697 only acceptsremoval of one or more shape points if the removal does not create a newintersection point (i.e. an intersection point is not in the originalintersection points list). In this way module 697 ensures thatsimplification does not generate any false intersections.

In some embodiments of the present invention, data cleanup is performedafter intersection points have been marked as retained. Most roadsdepicted in a route map intersect with at least two other roads: theprevious road in the route at the road's start point and the next roadin the route at the road's end point. These intersections are called“turning points” rather than “intersections.” At a turning point, thenavigator switches from following one road to following a differentroad. The term “intersection” is used to refer to all otherintersections between roads. At intersections, the road being followeddoes not change. It is extremely rare for two adjacent roads along theroute to join at both a turning point and also intersect with oneanother in a separate location. If they did, the navigator would haveturned onto the second road at the earlier intersection rather than theturning point (see FIG. 35). However, some highway on- and off-ramps areexceptions to this rule. Consider some road A that connects to a rampwhich then passes under road A. From the two dimensional overheadperspective of the route map, the ramp intersects road A and then goeson to connect with the highway. Module 697 forces such ramps to be likethe other roads by moving all the shape points between the turning pointand the intersection point in road A into the ramp. Then road layoutmodule 686 assumes that adjacent roads never intersect one another andthereby the costly intersection computation between these roads isavoided. Also, when the circular ramp is scaled by road layout module686, the entire circle is scaled as a unit thus avoiding concerns aboutproperly placing the intersection between the ramp and the previousroad.

Choosing Points to Remove/Retain from non-ramps. For roads that are notramps, a very aggressive protocol is used by road simplification module697 to smooth such roads. For a given road in the route, the moduleinitially marks every shape point except the first, last, and anyintersection points as removed. A pointer to the second shape point andthe second to last shape point is maintained. Then, a check is made forfalse intersections. If a false intersection is found, both the secondand second to last shape point is marked as retained. Further, thepointers are moved to the next innermost shape points. If a falseintersection is not found, or the pointers cross over one another, thefalse intersection check ends.

After performing a false intersection check, a check is performed toidentify inconsistent turning angles at the turning point between theprevious road and the current road. Various embodiments of roadsimplification module 697 use one of two alternative methods fordetecting inconsistent turn angles with respect to the coordinate systemoriented along the last segment of the previous road. The two methodsare shown in FIGS. 36A and 36B respectively.

In the first method (FIG. 36A), a vector between a current shape pointand the previous shape point is formed. The vector is then compared tothe vector between the previous shape point and the last shape point. Ifthe vectors are not in the same half-plane, or some other predeterminednumber of degrees such as quadrants, with respect to the coordinatesystem defined by the last segment of the previous road, then roadsimplification module 697 retains this shape point and continueschecking at the next shape point.

In the second method (FIG. 36B), a vector is formed between the firstshape point and the current shape point. This vector is compared to thevector between the current shape point and the last shape point. If thevectors are not in the same half-plane, or some other predeterminednumber of degrees such as quadrants, with respect to the coordinatesystem defined by the last segment of the previous road, then the shapepoint is retained and the method continues by checking at the next shapepoint.

Both the method of FIG. 36A and 36B loop through the set of shape pointsfrom first to last and perform simple angle checks to determine whetheror not the shape point should be retained. The first method (FIG. 36A)tends to retain fewer shape points than the second (FIG. 36B). In someembodiments of road simplification module 697, the two methods arecombined by running the first and then the second and then retaining allthe shape points up to some average of the two results. A similarturning angle consistency check is performed by road simplificationmodule 697 at the turn between the current road and the next road.

While detailed shape information is not necessary for following mostroads, highway on and off ramps are an exception to this rule. Knowingwhether a ramp curves back around to form a cloverleaf or if it bendsonly slightly can make it much easier to figure out how to get on andoff the highway. Therefore simplification algorithm module 697 uses adifferent simplification criteria for highway on/off ramps than for theother roads in the route. For ramps, road simplification module 697performs a more detailed shape analysis during simplification. At eachinterior shape point, the lengths of the two adjacent segments, and theangle between them is considered, as shown in FIG. 37. In FIG. 37, for agiven shape point, the two segments adjacent to the shape point havelengths 11 and 12, α is the angle between these two segments, and n₁ andn₂ are the number of unsimplified segments that are represented by eachof the current segments. A relevance measure for the shape point iscomputed as:${relevance} = \left\lbrack \frac{\left( {180 - \alpha} \right)}{\frac{l_{1}}{n_{1}} + \frac{l_{2}}{n_{2}}} \right\rbrack$The higher the relevance measure the more important it is to retain thepoint. Road simplification module 697 defines a tolerance value; and ifthere is at least one shape point with relevance<tolerance, the shapepoint with the lowest relevance is marked as removed. Then, therelevance for all of the remaining shape points is recomputed; and ifpossible, another shape point is removed. This process is repeated untilall the shape points have a relevance larger than the tolerance or allof the remaining shape points are marked as retained.

The relevance measure is based on two observations. First, sharperturning angles are more important than shallow turning angles. Since wemeasure the smallest angle, α, between adjacent segments, we use 180-αin the numerator of the relevance measure to give higher relevance tothe sharper angled roads. Second, for ramps, turns between shortersegments tend to be more important than turns between longer segments(see FIG. 38). Thus, the denominator is the sum of the two adjacentsegments. However, it will be appreciated that removing a shape pointcauses a segment to become longer. Therefore if the algorithm were tosimply divide by the sum of the adjacent segment lengths as the processcontinued simplifying the ramp, the relevance measures of the remainingshape points would tend to decrease. Thus, the lengths of the adjacentsegments are normalized by the number of unsimplified segments thecurrent segment replaces.

Dropping ramps. Entering or exiting most highways requires taking ashort on or off ramp. For long routes (i.e. fifty miles or longer) thatinclude many highways, showing all the short ramps can clutter the mapwith unnecessary detail. However, some ramps, particularly near thebeginning or end of the route, can be very important for understandinghow to follow the route. Therefore, some embodiments of roadsimplification module 697 includes a set of heuristics for evaluatingthe importance of a ramp. When a given ramp does not satisfy this set ofheuristics, the ramp is dropped. In one embodiment, this set ofheuristics is as follows:

1. Between highway ramps. Ramps between two highways are less importantthan those between small roads and highways.

2. First/last ramp. Never drop the first and last ramps on the routesince they are likely to go between smaller, local roads and thehighway.

3. Short routes. Keep all the ramps for routes smaller than a predefinedlength cutoff (i.e. 50 miles) or step cutoff (i.e. 20 steps).

4. Long ramps. Keep ramp if it is longer than some pre-specified minimumramp length (i.e. 0.1 miles).

5. Short road before/after ramp. If the road immediately before or afterthe ramp is shorter than some pre-specified length (i.e. 0.5 miles) keepthe ramp.

As in road simplification, the three main problems that roadsimplification module 697 seeks to avoid when dropping ramps are theintroduction of false intersections, missing a true intersection, andthe creation of inconsistent turns. To avoid false and missingintersections the same approach found in the previously described roadsimplification process is used by road simplification module 697. Firstthe set of intersection points between each pair of roads isprecomputed. Before allowing a ramp to be removed, a check is made todetermine whether removal will add a false intersection to theintersection list, or cause a true intersection to be missed; and if so,the ramp is not removed.

Ensuring turn angle consistency is slightly different when droppingramps than when simplifying road shape. When dropping ramps, roadsimplification module 697 checks to make sure that the road continues toappear to be to the right of the ramp after removing the ramp. If thisrelationship does not hold, the turn is inconsistent and the ramp cannotbe removed as shown in FIG. 39. Note a test for turn consistency doesnot have to be performed at a cloverleaf ramp since such rampsessentially form a circle, because they start and end at the same point,which is the same as the last point on the road before the ramp (r₁).

To check for turn consistency, road simplification module 697 firstchecks if the ramp, which is approximated as a single line segmentbetween its start and end shape points, turns to the right or the leftof r₁. If the ramp turns to the right then the ramp is dropped if thedirection of r₂ is in the first, second or fourth quadrant of thecoordinate system oriented along r₁. Similarly if the ramp turns to theleft of r₁, the ramp is dropped if the direction of r₂ is in the first,second or third quadrant of the coordinate system oriented along r₁.

Similar Optimization Algorithms

While the examples for label optimization and route scale optimizationincluded refinement of a target function using simulated annealing, itwill be appreciated that the target functions of the present inventionmay be refined using any form of search based refinement algorithm.Representative search-based algorithm include, but are not limited togreedy algorithms, gradient descent, simulated annealing, Tabu searches,and A* as reviewed by Zbigniew et al. in How to Solve It: ModernHeuristics, Springer-Verlag, Berlin, Germany, 2000, greedy searchesA*/IDA*, simulated annealing and hill climbing (gradient descent) asreviewed by Russell et al. in Artificial Intelligence: A modernApproach, Prentice Hall, 1995, and genetic algorithms as reviewed byGoldberg in Genetic Algorithms in Search, Optimization and MachineLearning, Addison-Wesley, 1989.

Concluding Remarks

The efficient use of data structures and acceleration techniques isuseful in implementing the methods disclosed in the present invention.Typically, the search algorithms described herein require a significantnumber of iterations to converge, and scoring is done on each iteration.Often, scoring involves determining whether various objects in the mapintersect, and the costs of these intersection calculations should beminimized. One way to minimize the cost of such calculations is to use atwo-dimensional partitioning grid to subdivide the display and reducethe number of possible candidate objects for any intersectioncalculation.

It is also possible to significantly reduce the computational overheadof the search algorithms by performing a simple analysis beforecommencing a search. In many cases, the algorithm can determine theoptimal length of a road or the optimal placement of a label will notdetrimentally affect the size or placement of other roads or labels onthe map. Therefore, these attributes can be assigned a priori thusreducing the size of the search space and reducing the running time ofthe algorithm.

REFERENCES CITED

All cited references are incorporated herein by reference in theirentirety and for all purposes to the same extent as if each individualpublication was specifically and individually indicated to beincorporated by reference in its entirety for all purposes.

Other Embodiments

The present invention can be implemented as a computer program productthat includes a computer program mechanism embedded in a computerreadable storage medium. For instance, the computer program productcould contain direction parser 684, road layout module 686, label layoutmodule 688, and map renderer module 692 (FIG. 6). These program modulesmay be stored on a CD-ROM, magnetic disk storage product, or any othercomputer readable data or program storage product. The software modulein the computer program product may also be distributed electronically,via the Internet or otherwise, by transmission of a computer data signal(in which the software modules are embedded) on a carrier wave.

It will be appreciated that, while reference was made to route maps thatinclude roads, the present invention encompasses route maps of any kind.Thus, the route maps of the present invention include, but are notlimited to, hiking trails, campus directions, and graphicalrepresentations of mass transportation networks in addition to roadmaps. Further, it will be appreciated that although reference is made inFIG. 6 to a system for generating a route map having a client/serverformat, many embodiments of the present invention are practiced using asingle computer that is not necessarily connected to the Internet.Further still, it will be appreciated that the distribution of softwaremodules shown in FIG. 6 is merely exemplary. For instance, embodimentsin which direction parser 684, road layout module 686, label layoutmodule 688, annotation module 690, map renderer module 692, directiondatabase 694, and geographical landmark database 696 independentlyreside on client 622 and/or server 624 fall within the scope of thepresent invention.

The foregoing descriptions of specific embodiments of the presentinvention are presented for purposes of illustration and description.They are not intended to be exhaustive or to limit the invention to theprecise forms disclosed, obviously many modifications and variations arepossible in view of the above teachings. The embodiments were chosen anddescribed in an order to best explain the principles of the inventionand its practical applications, to thereby enable others skilled in theart to best utilize the invention and various modifications as aresuited to the particular use contemplated. It is intended that the scopeof the invention be defined by the following claims and theirequivalents.

1. A method of preparing a route map that describes a path between astart and an end, said method comprising: obtaining said path from saidstart to said end, said path comprising an initial set of elements, eachsaid element including sufficient information to determine a directionand each said element intersecting at least one other element in saidinitial set of elements; a first element in said initial set of elementsincluding said start and a second element in said initial set ofelements including said end; independently applying a different scalefactor to each of at least two elements in said initial set of elements;wherein application of said different scale factor to each of said atleast two elements produces a scaled set of elements; estimating a totalheight and a total width of a rendering of each element in said scaledset of elements; selecting, based on a function of said total height andsaid total width, an image component; and outputting a rendering of eachelement in said scaled set of elements to said image component.
 2. Themethod of claim 1, wherein, in said selecting step: when a ratio of saidtotal width to said total height is less than about 0.60, a first imagecomponent is selected; when a ratio of said total width to said totalheight is greater than about 2.0, a second image component is selected;and when said first image and said second image component is notselected, a third image component is selected.
 3. The method of claim 1,wherein said image component is selected based on said function as wellas a number of elements in said scaled set of elements.
 4. A computerprogram product for use in conjunction with a computer system, thecomputer program product comprising a computer readable storage mediumand a computer program mechanism embedded therein, the computer programmechanism comprising: a map module for preparing a route map thatdescribes a path between a start and an end, the map module comprising:instructions for obtaining said path from said start to said end, thepath comprising an initial set of elements, each said element includingsufficient information to determine a direction and each said elementintersecting at least one other element in said initial set of elements;a first element in said initial set of elements including said start anda second element in said initial set of elements including said end;instructions for independently applying a different scale factor to eachof at least two elements in said initial set of elements; whereinapplication of said different scale factor to each of said at least twoelements produces a scaled set of elements; instructions for estimatinga total height and a total width of a rendering of each element in saidscaled set of elements; instructions for selecting, based on a functionof said total height and said total width, an image component; andinstructions for outputting a rendering of each element in said scaledset of elements to said image component.
 5. The computer program productof claim 4, wherein, said instructions for selecting further include:instructions for selecting a first image component when a ratio of saidtotal width to said total height is less than about 0.60; instructionsfor selecting a second image component when a ratio of said total widthto said total height is greater than about 2.0; and instructions forselecting a third image component when said first image and said secondimage component is not selected.
 6. The computer program product ofclaim 4, wherein said image component is selected based on said functionas well as a number of elements in said scaled set of elements.
 7. Acomputer system for preparing a route map, the computer systemcomprising: a central processing unit; a memory, coupled to said centralprocessing unit; a viewport for displaying said route map; a programmodule, executable by said central processing unit, said program modulecomprising: a map module for preparing said route map, the route mapdescribing a path between a start and an end, the map module comprising:instructions for obtaining said path from said start to said end, thepath comprising an initial set of elements, each said element includingsufficient information to determine a direction and each said elementintersecting at least one other element in said initial set of elements;a first element in said initial set of elements including said start anda second element in said initial set of elements including said end;instructions for independently applying a different scale factor to eachof at least two elements in said initial set of elements; whereinapplication of said different scale factor to each of said at least twoelements produces a scaled set of elements; instructions for estimatinga total height and a total width of a rendering of each element in saidscaled set of elements; instructions for selecting, based on a functionof said total height and said total width, an image component; andinstructions for outputting a rendering of each element in said scaledset of elements to said image component.
 8. The computer system of claim7, wherein, said instructions for selecting further include:instructions for selecting a first image component when a ratio of saidtotal width to said total height is less than about 0.60; instructionsfor selecting a second image component when a ratio of said total widthto said total height is greater than about 2.0; and instructions forselecting a third image component when said first image and said secondimage component is not selected.
 9. The computer system of claim 7,wherein said image component is selected based on said function as wellas a number of elements in said scaled set of elements.